KR> FW: Bob Lee's passing

[joe.kr2s.buil...@juno.com via KRnet]

 I am deeply sadden by Bob,s passing. I will keep him and his family in my 
prayers.Joe Horton

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KR> Fw: Re: Propellers

[joe.kr2s.buil...@juno.com via KRnet]

Doran Jaffas wrote:
> Just curious if anyone has run a 50 inch propeller. I have a 52 by 47 and
> am thinking of trimming it down to 50 inches the add a couple of hundred
> rpm.



My experience with a 2" difference in prop diameter and no other change is only 
in the neighborhood of 50 to 70 rpm increase. I am not sure if it is a standard 
number or if there is a linear change as I was testing from 60" diameter down 
to 54" diameter. I surely think that a 200 rpm increase is a bit on the hopeful 
side.Joe Horton,Coopersburg, Pa

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KR> swift

[joe.kr2s.buil...@juno.com]

http://www.n56ml.com/corvair/break3/120106_072m.jpgOoooh my Gosh. Did 
anyone else notice That is not primer on that plane! say it isn't s.Joe 
Horton

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KR> Engine compartment temp--Corvaircraft FYI

[joe.kr2s.buil...@juno.com]

Derek,I have my battery in front of the firewall but a mere inches from the 
exhaust. The location was the only real-estate left. I originally installed a 
heat shield that is commercially available on the exhaust to protect the 
battery. That worked for nearly 3 years. Then i started to rework the baffles 
on the engine to tighten them up. I started cooking batteries then. I built 
another shield around the battery that left air space around it and open top 
and bottom. I then robbed a 1" scat tube line that feed cold air to the coils 
and split it to feed air directly to the shroud around the battery. That has 
been in place for about 150 hours now and i have been keeping check on the 
battery to make sure it isn't starting to bulge out. Mark is correct that the 
cowl in general is around 20 degrees above OAT but there are certainly hot 
spots in there too. I would recommend taking some steps ahead of time knowing 
what I know now.Joe Horton,Coopersburg, Pa 
-- Forwarded Message -- KR>  Engine compartment temp
> Date: Tue, Jan 10, 2012 9:18 pm
>
>
> Has anyone checked their engine compartment temp?  I was planning on mounting 
> my battery to the firewall behind the engine, but the battery says to not 
> heat it past 140 F.  I am worried the temp may get to hot to mount it there.  
> I could always insulate the box, but will add more weight.  Any ideas or info 
> would be great.
>
> Thanks,
>
> Derek Lewis
>

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Fw: Re: KR> auto pilot

[joe.kr2s.buil...@juno.com]

Jack,That is the code that supplies the GPS information to another unit Like 
the D10A which in turn does the actual control of the servos. The GPS mainly 
supplies a track and lets the auto pilot controller difine what needs to be 
done to adjust for wind. I talso confirms the altitude. When no flight plan is 
in the GPS the Dynon reverts to heading for the course selection.Joe Horton

-From: "kr2coo...@comcast.net" 
To: KRnet  
Sent: Wednesday, December 21, 2011 8:24 AM
Subject: Re: KR> auto pilot





Joe wrote - Original Message -
  The other thing that i have been up to is i 
bought myself a Christmas present. I bought the servos for the dynon D10A and 
installed them a couple weeks ago. I started flying and testing and adjusting 
them last weekend. I have about 5 hours with the Auto Pilot working now. 



My question. I have a ifly700. On their website they say " NMEA output 
support for autopilot, EFIS or other GPS  driven device". Is 
this the siginal that drives the servos or is there more to it than that? I'm 
sure it can't be that simple. 

Jack Cooper 


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KR> AP in the KR

[joe.kr2s.buil...@juno.com]

 Guys,I have not gotten the AP fully debugged yet but the insatllation seems  
to be fine. Mark Langford knowing that I am cheap and lazy has posted a few 
pictures on a web page he created for me at http://www.krnet.org/krs/jhorton/   
The last three pictures on the page. One detail that did not show in the 
pictures is the CWS button that was added to the left stick. I'll give more 
information after I finish the flying part of the set up. One thing i know is 
it is really kick butt to push the 180 button and the plane rolls into a 30 
degree left bank and 90 seconds latter I am headed exactly back where i came 
from at the same exact altitudeMerry Christmas,Joe Horton, Coopersburg, Pa.

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KR> flying stories ?-kinda long

[joe.kr2s.buil...@juno.com]

Hey Guys, I have been busy since coming back from Corvair College back in 
November, but manage to fly 2 to 4 hours a week. Our club goes to breakfast 
every Sunday morning. I guess the certified guys are starting to accept me as I 
have been taking someone different with me every week. The one week the VP of 
Lancair international sales went with his knock out gorgeous Evolution turbine. 
I took off right behind him and was surprised that I was keeping him in sight 
when I realized that he was catching up with each of the planes ahead of us and 
doing photos. But as i would just about catch the pair to join in he would jump 
out and was gone again. This went on for about 30 miles and several planes 
until he circled back for another shot at one of them and i took the 
opportunity to firewall it so that he had to add power to catch me (I knew he 
would) as he was just at idle to be slow enough to fly with all the Cessna's. I 
told the guy with me to watch because i thought that he would sneak up on us. A 
couple minutes latter i noticed I was a little left of course and just started 
to drift back to the right while i leaned over to check to see i was clear and 
there he was about 4 feet off my wing and about 2 feet above with one of those 
big grins on his face. What a cool picture it would have been. It really made 
it a fun flight with all the chatter from I think 10 planes that morning.
The other thing that i have been up to is i bought myself a Christmas present. 
I bought the servos for the dynon D10A and installed them a couple weeks ago. I 
started flying and testing and adjusting them last weekend. I have about 5 
hours with the Auto Pilot working now. I don't have the heading servo program 
all operating correctly yet but the Altitude works great. It is a real hoot. 
the Altitude hold is a great help it holds it with inn 10 feet all the time. 
The 180 degree turn button is a one shot button and is really cool just to play 
with. The bank angle is part of the program and with one push if your in a 
cloud in 90 seconds or less your headed back exactly where you came from and at 
the same exact altitude. The accent and decent rate works great and hits right 
on the target altitude. It now calculates the point when to start a decent when 
in a flight plan. I didn't buy the AP34 which is a separate control unit for 
the Dynon AP. I don't think it is to cumbersome just to use the buttons in the 
menu of the D10A. It does make it easier to change decent rates and altitude 
changes  but not a big deal. Just having fun with it for now. The other 
thing that i have not fessed up to with all of you yet because i am not sure 
what the out come is going to be but I guess i am now officially a criminal. On 
the way home from Corvair College I busted the special use airspace around 
Washington DC. The short of it is the course i had in the GPS had a turn point 
just inside because it was a point that was in the data bank. I was flying a 
course about 2 to 3 miles west of the GPs course line until about 30 miles 
south of it. I was at 11,500 and I ran out of O2 about a half hour into the 
flight. which means i was without supplemental O2 for about 1 1/2 hours. When i 
got close i started studying the maps again and the gps and for the life of me 
i could not figure out why i was going so far off to the west and actually 
argued myself into thinking that i had been flying the wrong course for the 
past 6 years. At the worst point i was about 1 1/2 miles in from the edge. Any 
way when i landed the FBO said i should call US Customs and they told me i was 
in trouble and had to call Tracon. While on the phone with Tracon 3 state 
police cars came zipping in and 4 officers. I'm still on the phone and the one 
young officer ask (a little excited) " are you the pilot, what did you do?" 
They didn't know what they were there for either. Anyway after it sunk in to me 
what i had done I came right home and wrote up a NASA report and the next day i 
got a call from the FISDO. I wrote a report to them and all the information and 
am just waiting now to see the outcome.Well is that enough stories -- all 
sad but trueJoe Horton,Coopersburg, PA.

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Fw: KR> Rotary Tools

[joe.kr2s.buil...@juno.com]

Stephen,I think the short answer is yes and no. The project should have a 
measurement of three dremel tools and no there does not seem to be a better or 
worse brand. I am still using the 3rd one from my build time which I ended up 
buying the better craftsman one.Joe Horton,Coopersburg, PA.

-- Forwarded Message --
From: "Teate, Stephen" 
I am beginning to think that the length of my project is going to be measured 
in the number of Dremel tools that I have gone through. Are Craftsman or any 
other models any better?

Stephen Teate
Paradise, Texas




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Fw: Re: KR> Prop Tracking

[joe.kr2s.buil...@juno.com]

Hope this is useful to both groups:I am going to expand this conversation a 
little to the whole installation practice which seem to me to be a common sense 
approach to mounting a wooden prop and maybe even a metal one. First use the 
star pattern to tighten the prop bolts as that well keep the prop from crushing 
on one side first. Second using the star pattern, torque in increments to the 
final torque setting. I usually go around 3 times to achieve the final torque 
increasing by 1/3 of the total final value each time around the pattern. I also 
use a torque wrench that is in inch/pounds to be more precise about the final  
torque. One other item for safety and ease is to remove the spark plugs, ( you 
then know the engine won't kick and for tracking you won't be fighting the 
compression to turn the prop and not have the plane move for accuracy, tip 
compliments of WW)I have been told that a substantial number of props 
returned to manufacturer's have been over torqued and crushed into the prop hub 
(repairable but not to be ignored). It is my understanding that there should 
not be crush marks (indentations) when a prop is installed properly. My opinion 
is the shimming that Oscar describes would be the next progression to get a 
prop in track. I have never had a Sensenich CNC'd prop out of track mounting it 
this way. This is not a difficult process, just needs a procedure followed 
to achieve good results.Hopefully your results don't vary,Joe 
Horton,Coopersburg, Pa.
-- Forwarded Message --
From: "Mark Jones" 

- Original Message - 
From: "Dan Heath" 


I have a Sensenich prop and it tracks 3/16" different from tip to tip. I
have always used Sterba props in the past and have never had this problem.
So, what to do to correct this? It seems like a defect in the prop, but
maybe not.


Dan,
Torque the bolts on the blade side which is fartherest forward by one foot 
pound at a time till the tips even out. It should only take one or two 
additional pounds to even it out.


Mark Jones (N886MJ)
Stevens Point, WI

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Fw: Re: KR> Fuel tank pick up and vent

[joe.kr2s.buil...@juno.com]

Steven,I have many memory lapses, Is the 32 mm the recommended size - for 
some reason I thought it was the next size up, I run the 38 mm with pretty good 
success on a 3100 cc.Mine did not come out the bottom of the fuselage with the 
vent just to make sure that if fuel came out the vent it didn't get into the 
hot exhaust stream.For your consideration,Joe Horton

-- Forwarded Message --
From: Steven Bedford 

It is a 32mm aerocarb, 12 gallon RR fuel tank, stock cid corvair, and the 
vent is a 5/16" aluminum tube
under the fuselage about an inch bent into the air stream.

Steven Bedford
Kr2s



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Fw: KR> Fuel tank pick up and vent

[joe.kr2s.buil...@juno.com]

Hey guys,Let me see if I convey this with some sort of reasoning. First 
history: I started out with aerocarb set up with a fuel pump and a regulator 
and ram air on a corvair. The fuel tank is vented from the very very top of the 
tank and sloped down hill behind the panel and out the side of the fuselage 
just in front of the wing about 7" up from the top of the wing on the passenger 
side. It is comprised of a 1/4" alum tube inside the tank and to the outside of 
the tank, the vent is then 1/4 " clear tubing to the side of the fuselage and 
then changes back to 1/4" alum. tube. The tube through the side is bent in  
somewhat of an crooked S shape so that it points straight into the slip stream 
of the fuselage. The open end faceing front is flared with the flaring tool 
that would normally  be used to install the flared fittings for a AN-4 flared 
fitting. The fuel pump was removed in favor of gravity feed during first ground 
runs. The ram air was removed as problems showed up during taxi testing. The 
slight ram pressure that the vent tube picks up remains after 6 years and 660 
hours. There is a fuel pressure sensor installed low in the system that reads 
to the tenth's of a pound. It never, even with as low as 2 gallons of fuel 
remaining, reads less than .9# at static. And around 1.4# in flight. I since 
added the fuel flow and installed it upstream of the pressure sensor. The 
pressures dropped but not to what i had calculated them to be. The static with 
low fuel is never below .8# and in flight now operates at 1.2# . The head 
height for pressure is 19" sitting level and certainly less in any climb. I do 
not have any back flow preventer installed and my opinion is something 
mechanical in a line that small is something that will get stuck. I got lucky 
and the pressures are centered around the published required pressures for the 
Aerocarb.Steven, I don't remember you saying what engine or what size carb, or 
header tank. The Aerocarb does work and I can not explain some of the problems 
that people have. Given that statement if i had more money 10 years ago I would 
have installed a ellison. My experinces with auto fuel and the Aerocarb are not 
good either.Joe HortonCoopersburg, Pa.-- Forwarded Message --
From: "John Martindale" 
To: "KRnet" kr...@mylist.net 
Subject: KR> Fuel tank pick up and vent
List-Post: krnet@list.krnet.org
Date: Mon, 21 Nov 2011 19:07:39 +1100


I've had no experience with Aerocarbs. I suspect it might given they are
reputedly a calibrated "fuel leak" but I don't know. Guess it depends on the
diameter of the vent and thus the amount of pressurisation. Someone else
might chime in or you should contact the manufacturer for the definitive
opinion. A simple vent in a cap will leak if upside in a prang. Use an
aircraft designed one. I think these have some kind of a rubber flap
arrangement that prevents this. Check out Aircraft Spruce.

John

I will be running a areocarb on a corvair engine and was wondering
if running ram pressure into the vent of the header tank will cause a
problem with this carb.  Should I be using just a vented cap instead.


Steven Bedford
Kr2s builder   


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KR> Fw: Re: CorvAircraft> Aerocarb leaks..

[joe.kr2s.buil...@juno.com]

Sonny,Charlie et all, This seems to be headed for a highly opinionated 
discussion based on what the writer believes, so here are my observations based 
on 650 hrs of aerocarb operation (which in no way is comparable to the hundreds 
of thousands of hours that certified demonstrate).  A much more practical 
shut down procedure is to run at high idle, shut off the main fuel valve, when 
engine stalls from fuel starvation pull the mixture. This leaves little to no 
fuel in the immediate line to leak either before start or after shut down.The 
opposite for starting is to go through your start up procedure to the point of 
turning on main fuel valve, then mixture full rich and hit the key. In six 
years the only failure for this method has been cold weather start and the 
solution is for preheat or primer.Some one had mentioned about the mixture 
sensitivity-- Yes that is a fact but not a hardship. I have never found that 
there was a sudden drop from rich to lean. When the aero carb is adjusted 
properly (also not hard) the leaning from full rich is not linear. but it is 
fairly constant. It can be leaned down to the point of lean of peak and from 
there it may only be a quarter turn til the engine shuts off. I have been doing 
a bunch of testing with mixture the past three months and I can fly around 
consistently at about 135mph -about 2600 rpm and burn about 3.4 gph and the 
mixture gage with no lights on. The exhaust temps top at 1390. You can not keep 
adjusting mixture with out also adjusting throttle as the rpm increase as the 
mixture leans so there is a dance being done between the two to get where you 
want to operate. Del - I would trade mine away but not just for anything. 
Sonny -selling would be criminal is the attitude that keeps america 
overburdened with lawyers. Let the operator be responsible.ALL MY OPINIONS!Joe 
Horton,Coopersburg, PA -- Forwarded Message --
From: sonny furman 
To: Skyraider ,  Corvair engines for homebuilt aircraft 

Cc: 
Subject: Re: CorvAircraft> Aerocarb leaks..
List-Post: krnet@list.krnet.org
Date: Wed, 9 Nov 2011 07:34:25 -0500

Charlie: Yes, of course my tank is set up with a manual shutoff from the
cockpit and the Aerocarb mixture lever is in fact a positive fuel shutoff
when pulled to full lean/stop. However, from the time you open your tank,
and then the mixture to rich (for start) the fuel simply pours out the
throat and onto the ground in a fairly steady stream.
I was instructed by the Sonex tech person (name withheld) to start and then
quickly open the mixture, which does in fact work, but that seems insane,
since just a few seconds delay will allow fuel to puddle under the engine.
With no float system nor a positive internal shutoff, the fuel simply is
gravity fed in and then depends on engine suction to draw upward.
Personally, I think it's insane.
The tech claims he has about 400 hrs on his plane with it and no problems.
I do hope he has lots of insurance and his heirs a good lawyer.
I always liked John Denver, but don't need to imitate him.
The real kicker was that I offered to send it in for evaluation, yet they
actually discouraged me from doing that, and instead sent me an email copy
of the manual, which I already had. With more than 5000 hrs in C-130's and
other types, do they think that I don't read?
In all candor, I am  pissed at the way they dismissed my concerns..
At this juncture, I would not even try to resell the thing, which would be
criminal.

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KR> FW: General Enquiry from Joe Horton - Rev 8 / ADS-B

[joe.kr2s.buil...@juno.com]

 Hey Guys,I have been following the dvelopment of the ADS-B techknowlgey that 
has been developing.With that in mind i was wondering what that meant to 
instruments tha i am using and actually love at the present time. I have a 
microair TFl-2000 transponder. I wrote them a question about the latest out 
their futuupdates that they have listed on their web site and also about their 
future plans realitive to ADS-B instruments. The following is their 
responce.Thanks,Joe Horton  -- Forwarded Message --
From: "Microair Repair" <rep...@microair.com.au>
To: joe.kr2s.buil...@juno.com
Subject: FW: General Enquiry from Joe Horton - Rev 8 / ADS-B
List-Post: krnet@list.krnet.org
Date: Tue, 1 Nov 2011 11:57:04 +1000



Greetings Joe,

The Rev 8 upgrade is allows serial and parallel data to be transmitted to the 
T2K instead just using the parallel Gillham data.

So unless you change to an encoder that requires serial data to be transmitted 
then there is no need to upgrade to a Rev 8.



Regarding the ADS-B, we are not intending to go down that path at this point of 
time; however I know Freeflight sytems in the USA do. I have provided a link to 
their website that should be useful for you.

http://www.freeflightsystems.com/



Regards,

Microair Avionics Service Coordinator
rep...@microair.com.au


From: Microair Avionics WEB ENQUIRY [mailto:joe.kr2s.buil...@juno.com] 
Sent: Monday, 17 October 2011 2:44 AM
To: Info Microair
Subject: General Enquiry from Joe Horton


Microair Avionics
Enquiry Type:
General Enquiry


First Name:
Joe


Last Name:
Horton


Email:
joe.kr2s.buil...@juno.com


Organisation:



Address:



Phone:



Mobile:



Fax:



Serial Number
(for product enquiries):



Comments:

Should my unit be sent in for updates to rev.8, Is Microair doing anything for 
the ADS-B that the US is going req?


Monday, 17 October 2011 3:44 AM
98.114.122.15 [98.114.122.15] IE 8.0 - WinNT
Mozilla/4.0 (compatible; MSIE 8.0; Windows NT 6.0; Trident/4.0; GTB7.1; SLCC1; 
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3.0.30618; .NET4.0C)


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Fw: Re: KR> re-registration

[joe.kr2s.buil...@juno.com]

Thanks, JeffI think I see why I am confused -- The date that they have as my 
registration date is something like Jan. 15th which is when I originally 
applied for the N number and I thought that the date used was the date the 
aircraft was signed off which is June 30th. So i guess i don't need to think 
about it for another year and a half.Joe Horton

-- Forwarded Message --
From: "Jeff Scott" 

Joe, et al, Go to  and plug in your registration 
number. It will tell you when it expires and the window to renew. As Lee said, 
the FAA will send you a letter, if nothing has changed on your registration, 
you can renew it on line using a special number in the FAA letter, then charge 
$5 to your credit card. My new registration arrived in 4 days. -Jeff Scott 
---

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KR> re-registration

[joe.kr2s.buil...@juno.com]

Hey Guys,I've got myself confused about the reregisrtaion of N357CJ. For some 
reason I thought I had to have it done this fall. But I went to the FAA 
registry and it says that it does not expire until 9/30/2013. The chart that 
they give on their site says all years due now. Anyone know for sure how this 
works. If it is now I have to send by tomorrow.Joe Horton

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KR> 6 year anniversary

[joe.kr2s.buil...@juno.com]

Hey Guys,Today is the 6 year anniversary of the first flight of 357CJ with the 
3100 corvair. I was hoping to get a morning flight in to celebrate but heavy 
rain, strong winds, and ceilings lower than a snakes belly all went against it. 
Anyway it has been some of the best 6 years of my life, I have a total of 646 
hours and over a 1000 landings. I have flown around 80,000 miles (645 x 125 
mph). I have had a few hick ups but never gave up. I feel this is the 
privileged life, I don't need Warren Buffets means to have it all, Great 
friends, great travel, great opportunity to share with my kids, Great plane and 
engine that started it all. I stood in the hanger the other day after a flight 
and just said out loud "I love my plane" There is so much fun out there 
to be had. Get out in that shop today, file something, cut something, glue 
something, assemble something, anything-- one part at a time and all of a 
sudden one day you look around and there aren't any more parts left over but 
there is a magic carpet sitting there in what ever form you had imagined it to 
be. It will be great! it will be beautiful! It will be your ride into a whole 
new world. Be brave and bold, move forward today.Joe Horton,Coopersburg, Pa.

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KR> KR crash thoughts

[joe.kr2s.buil...@juno.com]

Hey Guys,This is indeed sad. I have long tought about where did many of the KR 
planes go that were shown in the past,(sold to someone and hidden away) Then 
there are the folks that are out there stilll building that do not have 
internet service, may not want it or  may not be comfortable using it. In any 
case there are  a number of builders and pilots that are not on this group. If 
this group had a charter it certainly would have some wording about promoting 
and educating people about the construction and flying of the KR series 
aircraft. The way I see it to answer the specfic question is not what can we 
learn from this but much more to the point is what can we teach to prevent 
this. We promote ourselves by word of mouth and anyone with a little internet 
savay can search us out. But there has got to be more that we can do to make 
ourselves know.  I am thinking that anyone that has a printed brouchour could 
add a line pointing towards KRnet for construction suppport. (Steve G.? may 
already be there I didn't look) Maybe it is time to get an article published 
about the KR and the up coming 40th aniversary would make a worthy excuse. 
Another thing that I do is go see people and give a ride. I do not have anymore 
money to do that than anyone else on this list but I certainly think that is 
important.  
Many of you don't know but I flew hang gliders for 20 years- The sport remained 
selfregulating through the efforts of the piolots and  instructors to lower the 
accident rates. This means on the small scale of looking over the shoulder of 
the next guy. Even asking the simple question "are you sure about that" can 
have wide spread results. No one plans on going out and dieing today.
Joe Horton,
Coopersburg, PA.
-- Forwarded Message --
From: Brian Coss briancossdul...@gmail.com
Gosh the accident is heart wrenching! What can we learn from this?
On Oct 8, 2011 9:38 PM, "Tim"  wrote:

> Newspaper 38yr old >>>
> http://www.swvatoday.com/news/article/plane_crashes_in_groseclose/11167/
>
>
> - Original Message -
> From: "Bob Glidden" 
>
> FAA released name of KR pilot in crash. Was Travis O. Berry. Still looking
> into what happen..

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Fw: Re: KR> Re: EIS Thermocouple Wiring

[joe.kr2s.buil...@juno.com]

Guys,I am totally confused. I thought that the thermal couples that i received 
from GRT (i.e. exhaust and head temp) were premade with ends installed - They 
are not to be cut or modified in any way. The kit includes extra terminals to 
cut and terminate the wires from the instrument to the correct install length 
and then connect to the thermal couple wire. Why are we talking about 
terminating the thermal couple wires, What did i miss?Joe Horton,Coopersburg, 
PA.
-- Forwarded Message -
From: Glenn Martin 
To: KRnet 
Subject: Re: KR> Re: EIS Thermocouple Wiring
List-Post: krnet@list.krnet.org
Date: Wed, 05 Oct 2011 10:36:47 -0500

On 10/5/2011 8:46 AM, smwood wrote:
> Solder does not stick to well on them and even
> if you did solder the pins, you create a dissimilar metal joint that messes
> with the thermocouple calibration
Soldering does not create a dissimilar metal connection as such, but 
creates an alloy at the junction of the two metals, which provides a 
reliable conductive path. I have a hard time believing that the 
calibration error introduced by this junction would be anywhere near 
the  error introduced by the galvanometer (meter movement) it is 
normally displayed on (considering that there are solder joints along 
the meter path INSIDE the unit). What is the accuracy of the 
thermocouple itself, 2-5%? Perhaps less accurate?

-- 
Glenn Martin
Biloxi, MS




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Fw: Re: KR> Gathering Flight info

[joe.kr2s.buil...@juno.com]

Mark,25.8 gal completly fullJoe 
-- Forwarded Message --
From: "Mark Jones" 
Joe,
What is your total fuel capacity?
Jones




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KR> Gathering Flight info

[joe.kr2s.buil...@juno.com]

Sorry guys, the server decided to scramble some of the info.hope this comes out 
betterTotal miles--1470, total fuel---42.4 gal, total time in route---9.5hrs, 
average mils per gal---34.67, average fuel burn---4.46gph, average ground 
speed---154.74 mphMy normal true airspeed was just around 155 mph for most of 
the flights.Joe Hoton

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Fw: KR> Made it home from Gathering

[joe.kr2s.buil...@juno.com]

Hey Guys,This may ramble a little but try to follow along. First off I see I 
won the best firewall foreward. Cool - thank you. All the other award winners 
-- Congratulations- I noticed that Larry F. had flying rock stars sign the back 
of his seat (like Paul P. )A great idea but The way I see it is you guys that 
finished your KR's and won one of the awards from any of the years before or in 
the future are the ones that need to be autographing. I will be asking people 
to sign the back of my seat in 357CJ. Your my heros.I had a great trip even 
though i had to cut it short. I packed the fuel tanks full for the flight in 
both directions and made it easily without a stop. The plane and  the engine 
performed flawlessly and for the first time I was wishing for some xm music to 
listen to.The total trip was 735 straight line each way total 1470 statue 
milesfuel going west was 23.2 gals with a 3-10 mph head wind for 3/4 of the 
trip. I took off an hour and 10 min before sunrise and logged some night time. 
Awesome sunrise from start to finish. most of the time was 8500 to 10500. Total 
time in route was 5 hrs 10 min.Fuel going east was 19.2 gal with about 2/3 of 
the trip with a tail wind in the 20 mph range. the last hour was into a head 
wind again of about 15mph so it don't all work out. Most of the trip was 
between 13,500 and 15,500 and then some. The total time in route was 4 hours 
and 20 min. Total miles  1470
Total fuel 42.4Total hours  
  9.5Average fuel burn 4.46 gphAverage miles per 
gal.   34.67Average ground speed  154.74 mph   I was covering 
ground pretty fast across Ohio and just south of Pittsburg I tuned the radio to 
my home airport which is where i started my decent from 15,500. I heard a guy 
call into the pattern at UKT. I glanced down and breifly thought about calling 
my decent into the pattern --- Experimenal 357Charlie Juleit, 165miles west, 
decending through 15,500 will be entering downwind 29er, full stop -- Ok maybe 
it was just funny to me and the O2 wasn't set high enough.Thanks to everyone- 
proud to call all friends,and now I'm home sick,How many days till the next 
one,Joe Horton,Coopersburg, Pa.  
-- Forwarded Message --
From: Brad Stone 
To: K Rnet kr...@mylist.net

Hated I missed the banquet, but had a sweet 4 hour flight home on Saturday.

Brad Stone 
KR2S
N2644C
Madison, Ms.

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KR> Real World Numbers

[joe.kr2s.buil...@juno.com]

Dave,Great question, but a lot of the guys are at the Gathering right now. The 
numbers that you have here are most likely for the best case ever and certainly 
not an average for either. I, on an average day, no wind, on pavement can land 
and full stop in under 1900 feet. Just last week i made the shortest landing i 
had ever made with or with out a head wind and it was less than 800 feet and I 
don't think that I could do it again with a gun to my head.The take off is 
also dependent on the gross weight of the plane and the power available, head 
wind and surface. The 350 number is very short and not all that practical. I 
usually get off in about 800 feet and a little more on grass. No more than a 
1000 feet with 2 people and probably at full gross.Joe Horton,Coopersburg, Pa.
-- Forwarded Message --
From: Dave Dunwoodie 
;

In perusing various ads and listings about the KR2, I keep seeing the 
original numbers, probably from the original specs - 350 foot takeoff, 
900 foot landing.

Could you please share your real world numbers?

Thanks,

Dave.


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KR> Wick's at KR Gathering

[joe.kr2s.buil...@juno.com]

Hey Guys,This got thought about a little to late but I spoke with Scott Wick 
today about them coming to the KR Gathering this weekend and to be able to 
bring along any orders folks may have. He was going to call me back when He 
found someone to drive in for us and as of 4:30 pm Eastern I have not heard 
back. Maybe if you have an order you were going to place with Wick's anyway you 
could place the order and  in special instructions mark to be delivered to the 
KR Gathering in care of Mount Veron Il. This Saturday. If he gets more than my 
order it may help get them to attend.Thanks,Joe Horton,Coopersburg, PA.

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KR> Gathering

[joe.kr2s.buil...@juno.com]

Larry,Is Wick's thinking about stopping over at the Gathering. I had an order 
tha tI would place this week if they were going to come over.Thanks,Joe Horton

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KR> POH

[joe.kr2s.buil...@juno.com]

Hey Guys,Here is something for the guys that are flying their planes to do 
instead on a rainy day. I was looking for something that I knew was in my POH. 
When I was reading through mine of what I'm sure I beleived was superior 
writing skills I found mistake after mistake in the information. Kind of makes 
sense because I wrote it 3 months before the plane was signed off and almost 6 
months before the first flight. There were also blanks for some information. So 
it is just a suggestion but is your POH actually up to date -- take a look and 
you may find that your not flying your plane the way you thought you would.Joe 
Horton,Coopersburg, Pa

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KR> Re: CorvAircraft> Horton in EAA Experimenter

[joe.kr2s.buil...@juno.com]

Thanks for the positive comments guys. I like to throw some positive karma 
around any chance that I get. GA needs all the enthousiasam it can find. I was 
recently going through all the old KR phot albums i could find and can't help 
but wonder where a lot of those folks and some very gerorgeous planes are now. 
I know that in all the traveling i have done over the past 6 years (over 60,000 
miles) I have only seen a realatively few of the KR's that are out there 
somewhere.Makes me sad.Joe Horton,Coopersburg, Pa.

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KR> EAA survey

[joe.kr2s.buil...@juno.com]

Hey,All you guys filled out the Eaa survey??? One point i tried to make was 
that I beleive that people that fly their planes to OSH or SNF should be gien a 
break on fees - after all they are the show.Joe 
Hortonhttp://www.zipsurvey.com/LaunchSurvey.aspx?ieid=5365746=20AD4EBC

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KR> Wheel Pant Mounting Brackets

[joe.kr2s.buil...@juno.com]

Mark,You may not have ever noticed but I do not have any bracket. The inside 
portion of my wheel pant was glassed in place wrapping the gear leg to form the 
fairing in one piece. This is caulked to the gear leg and can be cut loose to 
slide up if I need to. The wheel pant is cut out on the inside to be able to 
lift over the tire and is held to the inside fairing by 6 machine screws with 
nut plates. The out side face is held to the center of the axle with one 10-24x 
3/4 which is tapped into a small turned piece of alum that is mounted to the 
axle by 2 more 10-24 screws that spaces the mounting point away from the tire 
about 1" so that the wheel pant centers  up on the tire. I have had some 
trouble with the one mounting hole getting larger, but not since my landings 
have improved to 4.0 on the rictor scale.Joe Horton,Coopersburg, PA.

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Fw: KR> RE: re wing tip slop .. Wear mechanism and proposed fix ...... long

[joe.kr2s.buil...@juno.com]

Martin,While this is a disortation that follows some logic it is flawed in that 
the result should be 0 slop in the attach points. And backing into a reason to 
have slop is not the way to go. I have 0 movement and am able to pick the tire 
off the ground from the wing tip. I have not found any other KR that I have 
personally checked that had any movement at the tip. Yes friction may play a 
roll in the final juncture but accurate holes that are reemed to the actual 
size is the key. I did have one hole that I was not happy with and reamed it to 
the next size in metric. The wing attach fittings on my plane have paint marks 
to indicate if there has been any movement or change on the locations. If the 
builder does not strive for profection in his work he may never acheive 
something that is even adaquite.Joe Horton,Coopersburg, Pa.
-- Forwarded Message --
From: "Martin Pearce" 
To: 
Subject: KR> RE: re wing tip slop .. Wear mechanism and proposed fix .. long
List-Post: krnet@list.krnet.org
Date: Fri, 20 May 2011 12:13:34 +1000

Thanks to everyone who has chipped in so far with advice and assistance.
This is a bit long, for which my apologies, ..

Bolt to bolt hole clearance and the effect at the wing tip
As far as I can see, if parallel bolts and bolt holes are used, there has to
be some clearance in order to fit the bolts. Given that the two WAfs on the
main spar (on my a/c at least) are 145 mm apart and the tip is 2.38 metres
from the bolt holes (again, my aircraft), 0.1 mm clearance (4 thou approx)
at each main spar bolt will result in about 3mm vertical movement at the tip
and .8 mm (31 thou) will give close to the 25 mm (1 inch) I am seeing. 

Standard average location fit tolerances
For comparison, an average location fit for this size bolt will have a
maximum clearance of 1.5 thou and is unlikely to be achieved in practice
using 3/8 drills and aircraft bolts (an AN6 3/8 inch bolt has a diameter
tolerance of -1 to -3 thou and then there is the drilled hole tolerance to
add in as well.) 

Likely wear mechanism and applied loads
True that KRs have been flying for 30 years now with little evidence of WAF
failure in normal service, but it's also true that everyone speaks of WAF
bolt hole wear as a "need to carefully inspect" if buying a used one.
I suspect that the wear mechanism is that, with the WAF bolts tightened up,
the friction between the WAFs of the stub wing and its outer panel makes the
fit appear to be tight when a "casual" wing waggle test is done by hand, and
no tip movement is detected. However, when G loads are applied, I believe
that the WAFs will move one to the other due to the necessary assembly
clearance and the G force overcoming the friction, thus causing wear on the
bolt and fitting. 
Note that a 2 G load on a 1000 lb aeroplane will be applying about 3,800 lbs
across each WAF fitting on each wing (being 500 lbs vertical lift plus about
3800lbs spanwise reacting the wing bending moment.) And then there are the
significant and high frequency inertial loads imposed by taxiing over uneven
surfaces   especially if you have wing tanks.



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KR> nice kr2 4 sale

[joe.kr2s.buil...@juno.com]

Hey Guys,I had a chance to stop in and see Fritz Hardys KR2 project that he has 
to put up for sale due to medical reasons. It is a very near completed very 
nice project.I think that a person could probably finish it up in 3 to 6 
months. Contact Fritz at reds...@ptd.net Joe Horton

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KR> BAck in the saddle again

[joe.kr2s.buil...@juno.com]

Hey Guys,You haven't heard much out of me over the past few months, I took 
N357CJ down to do some painting back in Febuary and one thing lead to another 
and more and so on. I wrote the long version up for Pat for experimenter so 
I'll spare all the painful details here. I just finished living the end of the 
story this weekend. I flew three flights for nearly 4 hours and a bunch of 
testing and adjusting. The last flight last evening was with my youngest son 
for 1 1/2 hours on a long photo mision around southeast PA. The part of the 
saga that I am happyiest about is that my plane is faster than it has ever been 
since new. I originally used to state 173 mph true, a couple years ago after 
some clean up work I was reporting 177 mph true, After this round of work I am 
getting somwhere between 178 and 180 depending on which source I want to trust. 
I amd estatic with the plane agian now and lots more flying to be had, come on 
and join me guys.Joe Horton,N357CJcoopersburg, PA.

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Fw: KR> Pics from last week

[joe.kr2s.buil...@juno.com]

I'm guessing this is Warron that is hangered with Steve Mackish? Yes I saw them 
and I'm certain that a number of other people took a look. The project looks 
like it is coming along fine and you already have about the best mentor that 
anyone could have in Steve. I saw no reason to comment but it looks good and 
can't wait to see it in person at a fly- inn somewhere.Joe Horton,coopersburg, 
Pa.

-- Forwarded Message --
From: warrong2 
To: kr...@mylist.net
Subject: KR> Pics from last week
List-Post: krnet@list.krnet.org
Date: Fri, 25 Mar 2011 05:52:39 -0700 (PDT)

Hi people, I am not trying to be a whiner but did anyone see the pics of my 
KR2-S last week? I never even saw it listed on the kr newsletter here.
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Fw: KR> Fuel filler and caps venting

[joe.kr2s.buil...@juno.com]

Steve,If you want to it keep simple run the top vent over board and don't worry 
about fuel loss. I have a vent that is forward facing out the side of the 
fuselage. I can not see when I am sending fuel over board but I know I have. I 
usually fly an hour and run the pump 20min to refill. I only forget when I get 
busy with something else like airspace or radio, In 5 years I have not lost 
more than 5 gal. I have a indicator light on the panel to know when the pump is 
runnning. I have a little thought about the tank level switches. I have a light 
for low level warning off a float switch. It is unreliable. Putting a switch in 
line to turn off the pump automaticly gives a failure location that you didn't 
have(shutting the pump off when you need it).Perhaps the most fool proof is the 
pump with a recirculating line running all the time from one tank to the other 
Keeping the headeer full until there is no fuel to transfer. Some how I still 
favor transfering the  fuel on demand when I want to and not depending on any 
automation. Some day when I do it all over I will install a much smaller header 
tank, larger wing tanks with the recirculaton piping and pump. This would get 
less fuel in my lap and more room behind  the panel, less CG change and still 
be gravity feed to the engine. About the best solution in my world.More than 
you asked for but worth every bit of what  you paid for it.Good luckJoe Horton

-- Forwarded Message --
From: phillabaum...@aol.com
To: kr...@mylist.net
Subject: KR> Fuel filler and caps venting
List-Post: krnet@list.krnet.org
Date: Wed, 2 Mar 2011 08:34:28 -0500 (EST)


Thanks for the reply's on the cap types.  I like the one Joe sent I will look 
into that one.

HOW TO VENT the header tank?   My thinking (although might be stupid) is that 
if I vent the header tank out the top then if while I am transferring fuel from 
the wing tanks and get distracted and forget to turn off the pump I will notice 
fuel on the windscreen.  I really don't want to put a switch in the tank for a 
warning light but if that is the way to do it then. Just looking the the 
K.I.S.S. system.

Steve Phillabaum
KR2Swide
Shorter, Alabama
334-740-0066



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Fw: Re: KR> Fuel filler and caps

[joe.kr2s.buil...@juno.com]

Hey Guys,
I used these and as did several other guys from the KR's, 
http://www.greatplainsas.com/scfuel.html  They are reasonably priced and bond 
well into all tyoes of epoxies. The only mistake I have yet to correct is the 
neck should be shortened because it makes it a real pain to fill the tanks to 
the top. I guess they are long so as to be able to install in a lot of 
senaerios.
Joe Horton,Coopersburg, PA. -- Forwarded Message --
From: Craig Williams 
To: KRnet 
Subject: Re: KR> Fuel filler and caps
List-Post: krnet@list.krnet.org
Date: Tue, 1 Mar 2011 19:50:16 -0800 (PST)

I am using these

http://www.perko.com/catalog/category/fills_and_vents/product/454/

Craig

--- On Tue, 3/1/11, phillabaum...@aol.com  wrote:

> From: phillabaum...@aol.com 
> Subject: KR> Fuel filler and caps
> To: kr...@mylist.net
> Date: Tuesday, March 1, 2011, 10:09 PM
> 
> Does anyone have a preference (Hopefully affordable) for
> fuel filler assembles and caps? Need two for the wing
> tanks and one for the header. Thinking about using one with
> a fuel vent included for the header tank only.
> (building in vents for the wing tanks) Your opinions
> appreciated.
> 
> frugal builder
> Steve Phillabaum
> KR2Swide
> Shorter, Alabama
> 334-740-0066
> 
> 
> 
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> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 




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Fw: RE: KR> KR2 Plans - nV Aero Version

[joe.kr2s.buil...@juno.com]

OK Steve - That is a mouth full but does this mean that no plans are currently 
avaiable? (and would not be until an agreement is reached?)Just trying to get 
the important part to the average guy.Hope things are getting better for 
you.Joe Horton



-Original Message-

I'm sure Steve will chime in on that 
when California wakes up.

-END-


Good Morning Netter's,

I have been reluctant to address this as I didn't want create a big uproar
on the net.  Here's the deal.  Our original agreement with RR was we would
distribute plans to ensure they would be delivered in a timely manner and
that there was some form of direct contact for builders.  Initially we
didn't get a break and it was costing us.  Eventually we were getting a
little break so with that and shipping we could cover our costs and make
about 7 - 10 bucks.  Toward the end of the year a couple things occurred.

A.  Our hangar was flooded out at Corona with about 9' of water.  Ultimately
we couldn't get back in for 3 weeks to get tings cleaned up and moved out.
We relocated to Chino where we do not have to be concerned with flooding
again and have been working long hours to build out the facility.  In
addition we are building/ rebuilding tooling, making parts for two large and
several small orders and are attempting to get organized and productive
again.

B.  Some things transpired while Jeanette was away for the holidays that
changed plans availability.  I have been in touch with her and we are
working on a resolution.  It may be that we will now hold the plans and
production rights to facilitate easier production and delivery.  We should
have all this worked out soon.  There will be some eventual changes if/ when
this occurs.  As of now KR-2S plans and builders manuals are shipped with a
complete set of KR-2 plans and drawings as well.  This will no longer be the
case as the plans and builders manual will be updated and consolidated to
include only either the -2 or 2S drawings, whichever is applicable.


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KR> Past Gathering information

[joe.kr2s.buil...@juno.com]

Hey Guys and Gals,How about a little help, I'm working on a little project for 
this year to help Larry a little. I have done a quick review of past Gatherings 
and can not find a list of winners and the respective award for the years 2001 
@ Pine Bluff, 2005 @Mt Vernon, 2007 @ Mt. Vernon, 2009 @ Mt Vernon, 2010 @ in 
Kentucky . There also is not many photos posted for some of those years either. 
Please reply directly to me at joe.kr2s.builder@juno.comAny help would be 
appreciated.Joe Horton,Coopersburg, Pa.

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Fw: KR> Finally making a little progress

[joe.kr2s.buil...@juno.com]

OK  Dan, I have lost track-- Is this going to be with a Corvair or Vdub. I was 
thinking about going to Kitty hawk this spring , Maybe we could meet there.Joe 
Horton.

-- Forwarded Message --
From: "Dan Heath" 
To: "'KRnet'" 
Subject: KR> Finally making a little progress
List-Post: krnet@list.krnet.org
Date: Sun, 30 Jan 2011 19:37:25 -0500

Today, I have one tank tested to not leak, and the other one undergoing a
little repair due to a small leak.  I have fuel lines run from the wing
stubs to the fuel valve.  I am now waiting for some fittings and will
install the tested tank in its wing over the next week, and get the bottom
of the wing ready for finish work.



It has been a long time coming, but I might just make the good flying
weather when it starts sometime in March.



Daniel R. Heath

da...@windstream.net

See N64KR at   http://KRBuilder.org - Then click on
the pics 

See you at the 2011 - KR Gathering in Mt. Vernon, Il - MVN







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Fw: KR> Trim Rings

[joe.kr2s.buil...@juno.com]

DaveThis may show how cheap of a guy I am, but if the annular space between the 
carbonfiber and the insrument is not more than an eight of an inch why not trim 
the loose hairs of the fiber with an new xacto knife and run a small neat bead 
of black silicon caulk around each one. I would think that that would kill the 
translucent edge reflection also. And only $6 spent.Joe Horton,Coopersburg, PA.
-- Forwarded Message --
From: Dave Dunwoodie 
To: kr...@mylist.net
Subject: KR> Trim Rings
List-Post: krnet@list.krnet.org
Date: Thu, 20 Jan 2011 18:38:23 -0500

When all you get are blank stares when you ask about a bolt, you go to 
the KR list, and here I am!!!

I built a new panel for my KR2 using aluminum, covered by carbon fiber 
for the face.  It is VERY pretty, however because the CF is on top of 
the instruments, one can see the rough edges of the holes cut into the CF.

I have been searching for months to find a company (or someone) that can 
cut some simple trim rings out of plastic, aluminum, etc.  I'm coming up 
dry.

In a nutshell, the rings would be 2.25 or 3.125 ID, and about 1/8" wide, 
and maybe a max. of 1/16" thick.  Just precision cut rings out of some 
cheap, black plastic would be excellent!

Someone, somewhere knows of someone, somewhere, that can make nice cuts 
in plastic that will give the panel the final touches.  Just simple 
rings that can be glued to the CF and cover the rough edges in it is all 
that I'm trying to do.

Can anybody help me?

Thanks!

Also, if anybody needs to see the pictures of where we are right now, 
please advise and I'll send them to you.

Dave
N1199P


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KR> GPS odometer

[joe.kr2s.buil...@juno.com]

hey Guys,Just a fun little item that i looked at in my ATC last night. It has a 
odometer/tripometer function that i had never looked at before. Apparantly it 
has been recording from the time I installed it almost 3 years ago. It is 
showing just under 20,000 miles traveled in just over 300 hours. Transposed 
into total time that would be nearly40,000 miles traveled in my KR. If nothing 
else it is a cool piece of information that people that only drive can relate 
to.Joe Horton,Coopersburg, PA.

Ring in the New Year.
Start the year off right with a free camera phone from AT
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Fw: KR> iFly700

[joe.kr2s.buil...@juno.com]

Hey Guys,Does anyone know if these units have a gray code out so that the 
flight plan could be coupled with a D10A in my case. I made this mistake once 
already with the ATC which at that time already thought that no one would make 
a unit without the information able to be exported ffor other uses. Silly 
me!Joe Horton
-- Forwarded Message --
From: laser...@juno.com
To: kr...@mylist.net
Subject: KR> iFly700
List-Post: krnet@list.krnet.org
Date: Tue, 18 Jan 2011 17:56:49 -0800

This deal may not last more than a day or so, but refurbished iFly700's
are selling just now for $449.  

Those who have had a chance to use a variety of portable navigators are
impressed with these units and reports of direct sunlight readability are
surprisingly positive.  

Keeping them updated is amazingly inexpensive.  

http://ifly.adventurepilot.com/shop-t136/refurbished-ifly-700-package-1.a
spx

Mike
KSEE

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Fw: Re: KR> header tank

[joe.kr2s.buil...@juno.com]

Ray, Don't sweat it. I have the 12 gal header tank from Rand sitting in my lap. 
I accept the risk. And to follow on the accident comments if it is sever enough 
to rupture the header tank I most likely did not survive, If it was sever 
enough to rupture a header tank then it was bad enough to rupture a wing tank, 
probaly didn't survive and only bought a few seconds anyway if there is going 
to be a fire- face it foam, fiberglass, and very dry spruce, If that is the 
concern the fire is incrediably fast moving. Maybe a metal plane is the answer. 
The trim comments in my opion are over stated for a header tank (at least up to 
the 12 gal. i have). I fly for hours at a time and i really would not even have 
to change the trim from full load in all the tanks to nearly empty. If i want 
to fly hands off for a bit to check a map or something then i get trimmed. but 
if i have my hand on the stick to hold altitude i really don't even notice the 
stick pressure. I use more landing trim than the Mark's and several others for 
nose up, but I am pretty sure that it is more of a perferance for me than a 
pronounced difference in the way the different planes fly.Sorry Guys but i 
couldn't let it go - It is a choice and should be researched by the individule 
builder and come on now be real about your personal risk level after all your 
building your own real live airplane in a livingroom ar something. I am 
concentrating on not having an accident for risk management.let the fire 
begin,Joe HortonCoopersburg, PA.565hours KR2s
-- Forwarded Message --
From: Ray Fuenzalida 
To: KRnet 
Subject: Re: KR> header tank
List-Post: krnet@list.krnet.org
Date: Mon, 17 Jan 2011 14:36:26 -0800 (PST)

You guys are scaring me. And I thought I had such a good plan. 
We'll see.
Ray
New Orleans

--- On Mon, 1/17/11, Larry Flesner  wrote:


From: Larry Flesner 
Subject: KR> header tank
To: "KRnet" 
List-Post: krnet@list.krnet.org
Date: Monday, January 17, 2011, 4:17 PM


At 09:31 AM 1/17/2011, you wrote:
>That's one reason I
>don't have a header tank. The other is the fuel in close proximity to 
>lots
>of wires and electricity, not to mention my vital organs.
+++

That's also the reason I totally eliminated the header tank. All my 
fuel is in the outer wing panels except for the lines and pumps in 
the fuselage. I don't like the thought of having a crash, the 
fuselage coming apart, and me getting soaked with 100LL. Not a 
pretty vision. :-(

Larry Flesner


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If you owe under $729k you probably qualify for Obama's Refi Program
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KR> VW cooling-sport plane builder

[joe.kr2s.buil...@juno.com]

Glenn said a mouth full. I have had a flying airplane for over 5 years now and 
a couple times a year I pull out Tony's books just to page through and see what 
I want to try next. And there is always something that has become relevant.Joe 
Hortoncoopersburg, Pa.Glen wrote:

Agree or disagree with my point, we should all come away from this 
with one fact clear: If you DONT have Tony Bingelis' books in your 
library , you are missing one of the most important tools in your toolkit.


-- 
Glenn Martin
KR2 N1333A, "Guardian angel"

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Fw: KR> laser cutting panel

[joe.kr2s.buil...@juno.com]

Craig,This may work for you, I had a sign maker cut mine. It is 1/16" alum. I 
gave him all the dimensions and it was layed out on computor and then cut on a 
computor controled router table.The holes were cut before the outside shape of 
the panel was cut to size. I had to touch up a little here and there with a 
file but everything ended up where it was susposed to. I don't remember the 
cost but it was well under a hundred bucks. Same guy did the grphics on 
357CJ.Joe Horton,Coopersburg, Pa.
 Forwarded Message --
From: Craig Williams 
To: kr...@mylist.net
Subject: KR> laser cutting panel
List-Post: krnet@list.krnet.org
Date: Sun, 2 Jan 2011 10:42:24 -0800 (PST)

After a nerve racked morning with a fly cutter I have determined that I am 
probably not going the be able to cut the instrument holes.  Another option is 
a Greenlee punch but those are quite expensive unless someone has one to loan.  
With all that said I am thinking that I want to mark up a piece of .125 
aluminum sheet and send it off to someone to laser cut.  Any suggestion on who 
could do that for me?

Thanks
Craig
www.kr2seafury.com




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KR> Canopy Gluing- Epoxy

[joe.kr2s.buil...@juno.com]

Everyhting that Mark said below plus i did use West Systems and there is no 
sign of a problem from the start. I did use very heavey sand paper like 60 grit 
and made sure that it was fully toothed ( no glossy areas left at all). I think 
that I also drilled some holes through and let flox tie both sides of the lay 
up together. Also don't for get to tape it off very well so no epoxie gets on 
any part of the exposed windscreen. My canopy was from Rand but I can not 
imagine that the products differ as they are made the same way.Joe 
HortonCoopersburg, Pa.

Steve Phillabaum wrote:

>>I have a Todd's KR canopy and I sanded in a good scratch finish in the 
>>area of the epoxy and then sandwiched in the conopy between glass on both 
>>sides uning areopoxy.  I don't think I could get it appart without some 
>>damage.  Let us know what he has to say.<<

That'll work fine.  I would think most epoxies would stick just fine to 
acrylic after it's been roughed up with rough sandpaper to give it some 
"teeth".  I think this is even detailed in the Bengelis books.  I suspect 
those having problems didn't do the roughing part.  I wondered about the 
quality of that bond when I did mine the same way (overlapping the acrylic 
by about 1.5"-2" all the way around, but there is zero sign of delaminiation 
anywhere.  T-88 may not be the best choice because it's not very viscous and 
may not soak into as many of the scratches, but I'd bet it's still a pretty 
good bonding agent for glass.  I used Aeropoxy, and can tell you that it 
works for sure, at least up to 240 mph.

Another key is HOW you do it...you need to sandwich the acrylic on both 
sides with glass to put it in a sort of "double shear" rather than glass on 
only one side, eliminating a "tension only" kind of failure where the 
fiberglass can just peel away from the acrylic due to some wierd loading 
condition.  I think that's just good common sense though...


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KR> iFly 700... a great unit

[joe.kr2s.buil...@juno.com]

does this unit have a gray code port to run to other instruments such as the 
D10A?  I assume that it does not have the ability to do weather either. That 
part is a choice but not having an out put limits future use, I was very 
disappointed when I found out that the ATC that I bought a  couple years ago 
did not have the output and yet the lorance that I have had for years has the 
output and  is now coupled with my D10A.Juust a couple thoughts.Joe Horton

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KR> sometimes the littlest things

[joe.kr2s.buil...@juno.com]

Hey Guys,I have been dealing with an intermittent fuel sender for about the 
past 6 months and had checked wiring several times to no avail. This past 
weekend I had my son help me take all the top decks and canopy off so that I 
could get to all the wiring and the top of the fuel tank if need be. When we 
took the decks off i checked and it did not work, went to really work on it 
yesterday and turned it on so I could tell if i did something that made it work 
and the dang thing worked. That makes it harder but I dug into it anyway. I 
started with the through tank connections stud connections. The ground one was 
nice an tight. I started to tighten the sender wire and found it was a little 
loose. but it only  got so tight nd then just spun. Great- I figured that I had 
stripped it so i took the connection apart. What I found was that I had gotten 
the wrong nut installed when ever the last time I had the header tank out of 
the plane about 3 years ago. I found a nut with the correct threads and put it 
all back together, the nut made the connection tight and the fuel gage works 
great again. Joe Horton,Coopersburg, Pa. 

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Grant Funding May Be Available to Those Who Qualify
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KR> ethanol

[joe.kr2s.buil...@juno.com]

 Hey Guys,I don't usually foreword stuff  but this petition looks real enough 
to me concerning the future introduction of ethanol into the fuel supplies. I 
signed it and gave reason .Joe Horton 
http://www.thepetitionsite.com/1/keep-pure-gas/ 

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KR> What a trip

[joe.kr2s.buil...@juno.com]

Hey Guys, I posted a message earlier this week about going to florida and I 
just wanted to finish up the story a little bit. This little flying vacation 
was planned nearly a year ago when it appeared that work was going to be slow 
for this winter. It was based on scheduling shoulder surgery after taking all 
the flights for the fall which included the KR Gathering and the Corvair 
College. It developed into a little bit more when I decided I had better visit 
my parents in Florida and then Mark L's bit of bad luck so i committed to 
flying over to help him out and then back to South Carolina and then back home 
to PA. So the  actual itenerary ended up looking like this:Wednesday -- 
left KUKT at 6:45 am-- arrived at KBNL at 10:15--- departed KBNL 11:30 to 7FL4 
and visited for awhile-- departed and continued on to X50 arriving about 4 pm 
for my mom to pick me up and spend the next day with familyFriday--- Departed  
X50 at 6:45 am and arrived at M38 abotu 3:40 latter to help Mark-- We spent a 
pretty long day getting to where it looked doable for the next 
morning--Saturday morning we were up early and at the hanger by 6 am. by about 
10 am His plane was out and ready to start. Multiple little problemsdid not let 
us leave M38 until about 12:15--- arrived at KBNL after another 2:15 I did 
give one ride to a local teeenager  for another 20 min flight at KBNLSunday 
morning-- it was a cold night and i delayed our depature by an hour because I 
had to preheat to get started- ( I may reinstall the primer that i had 
originally built )-  We departed KBNL at about 10:30 am with a couple low 
passes. I headed north and Mark headed west.about 3:45 latter i arrived at 
KUKT.What a great flying vacation-- I flew a total of 15.6 hours and covered 
about 2,500 miles, I burned about 75 gallons of fuel and used a full bottle of 
O2. The total fuel burn average was 4.8 gph. The average ground speed was just 
over 160 for the entire average this included many climbs to altitude and a 
number of high speed low passes and some circling sight seeing. I am one 
happy guy right now and i hope it holds me over for the next 3 months while i 
recover from the surgery which is schedule for this week. I may get in a finial 
flight local just for a little more fun.Ya all fly safe and have fun building 
and flying --IT IS AWSOMEJoe HortonCoopersburg, PA.  

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$1* Buys $50,000 Life Insurance. Adults or Children. No Medical Exam.
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KR> Ellison carb-now paint

[joe.kr2s.buil...@juno.com]

I get a vote here- no paint you would not be you anymore
Joe Horton

-- Forwarded Message --
From: "Mark Langford" 
To: "Corvair engines for homebuilt aircraft" 
Subject: Re: CorvAircraft>Ellison carb
List-Post: krnet@list.krnet.org
Date: Fri, 29 Oct 2010 07:50:45 -0500

  The carb works so well that I have ditched the idea of 
putting injection on the plane.  That effort would be better spent on 
something else...like aerodynamic details, and who knows...maybe even paint 
someday...

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


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KR> aircraft registration

[joe.kr2s.buil...@juno.com]

Hey guys,
Here is a clarification to the rule which seems to me that I won't do it until 
the latest possible moment.

 Joe Horton,
coopersburg, Pa.
Expiration Date Clarified for Aircraft Re-registration 
FAA clarified the expiration date for re-registered Certificates of Aircraft 
Registration in an Oct. 12, 2010, memo. New regulations require aircraft owners 
to re-register their aircraft over the next three years and renew the 
registration every three years thereafter. The first re-registration notices 
were sent on Oct. 1, 2010, for aircraft registered in March of any year. 
Registration certificates for those aircraft will expire on March 31, 2011. 
However, once an aircraft owner submits his/her re-registration application and 
is issued a new certificate, that certificate will expire three years from the 
month it was issued regardless of when the original certificate was set to 
expire, e.g., a certificate originally due to expire in March 2011 that was 
re-registered in January 2011 will expire on Jan. 31, 2014. Complete 
information on the current aircraft registration procedures can be found at 
http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/


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KR> 5 year aniversary

[joe.kr2s.buil...@juno.com]

Hey Guys,
   Today I celebrated the 5 year anniversary of N357CJ's first flight. I really 
did not think that I was going to get a chance to fly as the day began with 
steady rain and 100 ft ceilings, but by late afternoon it had turned clear blue 
and very light winds. So I took a late evening flight into a beautiful sky. It 
has been an amazing 5 years. I need to thank everyone that has been a friend 
and helped me in the past. I love this flying bit more than life and have had 
more fun than any one person should have. I have made some super friends that I 
cherish as much as I can. I hope that i can keep this up forever. I really hope 
that i can get some of the pure and simple joy of flying communicated to anyone 
willing to listen and encourage them to complete their project no matter what 
it is or what it is powered by.  This is just the most amount of fun that can 
be had with your clothes on (I may try a test flight naked just to prove this 
theory)
As of today N357CJ has over 535 hours and near as i can guess over 20,000 
XC miles. It has been in 20 different states. It has had me to over 17,500 ft 
high and taken me on Adrenalin rushing low passes of up to 215 mph.  Many 
leisurely low flights over the local country side and mountains. The early 
mornings and late evenings of burning holes in the sky with dives and spirals 
and some great lazy chandels. Not everything is perfect and that includes 3 
engine out landings all back on to airports and all safe. All the normal 
problems with having built something myself. some early struggles with carbs 
and temperatures, A bunch of prop changes, a few flat tires and a few broken 
parts. I wouldn't trade any of it away.
The KR is a fabulous little sports car of the air, It is more fun than can 
be imagined, It has far exceeded my mission statement that I made when deciding 
what to build. The handling is easy and lite. It can be trimmed in lite 
conditions to fly for periods of time without control corrections. It takes off 
and lands very predictably. The cross winds capabilities continue to impress me 
(and save me)
The corvair 3100 that i choose to power it with performs to all my 
expectations. I love to do all the building and work on it. It has morphed into 
a very reliable power plant that was very affordable. I can fly it at 150 mph 
sipping about 4 gph. It starts quickly and runs oh so smooth. How can it get 
any better.
 I have been saying this for years-- "I'm the luckiest Guy I know"
Now the rest of you get out there and fly them if you got them or get to the 
shop and glue or rivet something to get a little closer to the Joy I know.
Joe Horton, Coopersburg, Pa.

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Fw: RE: KR> KR2 cockpit

[joe.kr2s.buil...@juno.com]

Chris,
Sorry but I cannot agree with this statement. I used the Rand turtle deck, 
canopy and forward deck for the 2s and before ever buying Jannette advised me 
that I could widen the boat 2 inches. After building to the point of needing 
the top decks I received them and found that I could have gone maybe as much as 
2 inches more and still had everything fit. Granted the turtle deck was pretty 
ridged but still had some movement, but that is not the only way, If the boat 
is built true it is just a matter of sliding the turtle deck back until it fits 
neatly in the triangle.
  Steve can correct me if I am wrong but I remember him telling me that his 
parts were going to be a little more plyable so that they would fit more 
projects
Joe Horton,
Coopersburg , Pa.

-- Forwarded Message -

Having said that, if you widen the fuselage you will not be able to use the
pre- made turtledeck parts from Steve Glover ( Rand top deck kit) without
some serious modification as they do not stretch at all.

If you are going to scratch build everything then I would go with at least 4
inches wider for comfort. You will be glad you did.

Cheers

Chris Gardiner
KR2S C-GKRZ 220 hours to date



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Greg Phillpotts
Sent: Wednesday, October 13, 2010 10:15 AM
To: kr...@mylist.net
Subject: KR> KR2 cockpit


>From what I have read the cockpit is 36 inches wide forthe KR2. I am
interested in this plane for 2 and would like any feedback on comfort for 2.
I notice other cockpits are wider but like the KR design most.
Any input would be appreciated.


Have a bonzer Day 
Greg 
gphillpo...@hotmail.com


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KR> Fw: CorvAircraft> RE: Throttle follow up

[joe.kr2s.buil...@juno.com]

>Joe wrote:

>One of the other comments was about degradation of the rubber in the 
> system and that brought on the thought about the fuel tanks in my wings. When 
> I put the Sunoco in the tanks I put 5 gallons in each wing tank which were 
> empty and then transferred fuel to the header tank, So some auto fuel laid in 
> the wing tanks for more than a week. I will check the wing tanks tonight to 
> see if there is any softening of the resins, The color makes me think it is 
> possible
Joe: 

>My question is this: Was the auto fuel you put into your fiberglass tanks 
>ethanol free or was it the new, terrible, ten percent ethanol stuff? If it was 
>the latter, I expect it attacked your tank material, as you worry. I live near 
>a big lake and the local boat yards are doing a lot of repair work on boat 
>fuel systems that have been eaten by the ten percent ethanol fuel. Some boats 
>have been so damaged that they have been junked rather than do the extensive 
>repairs needed. Good luck, keep us posted.

Bob Pustell
601XL taildragger/Corvair, just getting going (still)
_
Bob and all;
 I drained all the tanks last night, (wing tanks were empty for awhile) and 
did a scrap test on the interior surfaces. I could not and did not find any 
softening of the tanks interior. 2 years ago i did run auto fuel for about a 
month and had no problems at that time, i just did not like the way the engine 
ran. I still think that the material build up on the carb slide was very 
probably the start of the fuel attacking the tank. Maybe settling to the bottom 
outlet of the fuel line coming out of the header tank and becoming just a slug 
of contaminated fuel that caused the deposit during engine warm up. Remember I 
said it was on the entire back side of the slide indicating the deposit 
occurred during low speed or idle. Also I have fuel tanks made out of 2 
different materials. The wing tanks are vinylester and the header tank is 
EZ poxy. The deposit color is closer to the  EZpoxy color.
I rinsed all the tanks out with fresh 100ll and refilled. The only thing 
that I am going to do today before I go be a test pilot again is clean out the 
gascolator. I guess I will pull a couple plugs just out of curiosity.
Thanks for all the comments,
Joe Horton

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KR> Throttle follow up

[joe.kr2s.buil...@juno.com]

Hey Guys,
Just a short follow up on the stuck throttle I experienced last week. I did 
remove the entire throttle cable and took it apart. there was some oily residue 
inside but I could not find anything that screamed trouble. I ordered a new 
throttle cable and installed it any way. When i installed the throttle cable I 
removed the Aerocarb and disassembled it. I did find  a problem there. It 
really was not apparent until looking very closely but there was a build up of 
some kind on the out flow side of the slide and venturi. I first noticed it on 
the very edge of the venturi circle behind the slide. There was a layer of 
translucent brown of maybe 3 or 4 thousandths thick. It came off in pieces as 
if it were brittle but had somewhat of a tack to the surface. Lass than a post 
it note sticky. After removing the slide I found that there was some build up 
on the back side and it also showed signs of impulse waves in the build up. The 
build up was also the size of the venturi circle indicating that it had to have 
formed there while at idle or with the throttle closed. The material broke down 
and cleaned off with brake clean very easily and left everything like new. 
There was no sign of anything on the intake air side of the slide, all 
perfectly clean.
  The factors that i can think of are the following. 
  I have used Marvell mystery oil for the past 200 hours
  i had to put 10 gal of 93 oct. Sunoco in to get home from the 
Gathering- There was about 6 gal of av gas in the tank. I flew about 3 hours on 
this mixture. It did ruin the O rings on the fuel tank caps
  I do have a oil leak that gets into the air intake but does not 
seem like enough to do any thing ( I put in about 1 qt in 35 hours)
Any thoughts on what might have caused the problem. I have about 550 hours on 
the carb and never any sign of dirt before. It did not seem to run any 
different on the auto fuel that I could tell. Exhaust temps were ever so 
slightly lower. I did run carb heat for maybe an hour of the flying in very wet 
conditions and that is unfiltered air, but only partial use of the heat, with 
the carb throat temp I can use the it to my liking and I had it set at about 80 
deg. which was only about a quarter open. The coating was nothing like the 
glazing that we used to see on auto carbs that it took an act of God to get 
cleaned off.
Joe Horton,
Coopersburg, Pa.

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Fw: RE: KR> WD-40

[joe.kr2s.buil...@juno.com]

Dan,
Like I said - It seemed like a good idea at the time, I'm still not sure that I 
did actually lube the verneir but there seemed to be a lot of evidence of it.
Joe Horton

>Dan wrote:
>Who said these need to be "lubed"?  I have never "lubed" one, but then I
have never put that many hours on one.  Why would you lube something that
does not need to be lubd.?

-Original Message-
Has anyone use the Reminton Gun lube with teflon to lube thing like this


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KR> Fw: sticking throttle

[joe.kr2s.buil...@juno.com]

Bob,
Yes I have an aerocarb, The carb had the mod for sticky carb from the begining. 
I am pulling it apart also before i fly again, I have about 550 hours on the 
carb with out any problem, If it is in the carb I am betting more on dirt in 
the slide. It also does not become unlocked when the engine is shut down.
Joe Horton
-- Forwarded Message --
From: robert clark <kr2flyer1...@yahoo.com>
To: joe.kr2s.buil...@juno.com
Subject: sticking throttle
List-Post: krnet@list.krnet.org
Date: Tue, 28 Sep 2010 13:28:46 -0700 (PDT)

Joe what carb are you using? Just for your info I was using a aero carb on my 
2180 VW kr2 for about fifty hours when I had a similar problem. Locked up twice 
on final ! It was the aero carb ,only locked up when engine was running. I 
sanded the slide about .20 thousands. Been working great for the last 100 hours.
Hope this helps.
Bob Clark
Ankeny Iowa
KR2 N186RC
Tri-Q200 N817RC




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KR> Throttle vs. Attitude

[joe.kr2s.buil...@juno.com]

Hey Guys,
My attitude is much better today. The throttle cable incident had me shook more 
than anything thing that has happened to me before. I felt so out of control of 
the situation. I remembered something that Dana had told me a couple years ago- 
and i must paraphrase: The first flight of an experimental is probably the 
safest flight, everything is new and  everything has been checked and 
rechecked, It is every flight after that when things are wearing out or 
becoming loose. With that thought in mind i have made my mind set adjust to be 
more vigulant of changes in size, shape or operation.
Have a great day,
Joe Horton

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Fw: RE: KR> Throttle cable update

[joe.kr2s.buil...@juno.com]

>Thomas Edison: 10,000 tries to make the light bulb before he got it right
>and changed the entire world.


I'm not trying to change the world, just my life span
Joe Horton






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KR> Throttle cable update

[joe.kr2s.buil...@juno.com]

Dave,
I did not have any good indication that something was going wrong with the 
throttle. The clues in hind sight was the first go around that it would not go 
to low idle more like 1200 rpm and it went to full throttle fine for go around. 
The next try I shut it down on roll out and restarted a few seconds latter and 
it dropped to 650 idle on restart. The take off I thought the rpm's were a 
hundred low or so but climb was still over 800 per minute and no other signs of 
problems. All this I attributed to having a different prop with a lot more 
pitch in it. It was not until decent at home that things became apparent. The 
throttle started to get caught and it was mostly at the 1200 rpm area. Altough 
it did stick at full throttle briefly and at full idle breifly.
I pulled the entire cable out of the plane yesterday and tore it apart. It 
was dirty inside from what seems to be the oil wicking up the cable interior. 
It seemed like there was excess dirt and oil in the vernier parts. It appears 
that the vernier is meant to be dry with no oil or grease. I may have in the 
past gave it a shot of WD-40 thinking that it was good for it. It went back 
together and seems to operate smoothly, but it is not going back in the plane. 
I have a new one coming tomorrow. My concern is that with all the yanking and 
pushing on the cable that the ball bearing could have scared the interior 
threads of the vernier and might be able to find that spot again. 
 Before I pulled the cable out I tried running it on the ground again 
beacause I had changed props again and I wanted to see if I could reproduce it 
on the ground. After the cable was freed up i could not get it to stick agiain 
with out the engine running. I started up and it seemed normal for a for a few 
push pulls but i did not rev above 1800 because my truck was still paked i 
front of me. Then just a suddenly as before it stuck at 1200 rpm and would not 
move again. I let it ruat that for a few minutes to check prop track and shut 
it down with just the mixture pull. As soon as i tried it again after shut down 
it freed up again and kept working. 
  The carb was tried for operation without the cable connected and worked 
perfactly but that is not going to stop me from pulling the carb out tonight 
and making sure the slide is in perfact working condition on the bench.
  I am not sure what i could have done differently in my annual, 
maintneance or evaluuation of things that would have prevented this latest 
adventure. Am I the only one that seems to screw up so much or am I the only 
one that admits it? 
Joe Horton, 
Coopersburg, Pa.

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KR> S*** happens

[joe.kr2s.buil...@juno.com]

Hey Guys,
Just thought I would share some of my most recent challenges to flying. This 
past weekend the local flying club had it's annual picnic. About mid afternoon 
they decided to have a spot landing contest. I decided at first not to 
participate with the comment that every time i get competitive something stupid 
happens. I changed my mind and got in the circuit with everyone else. I did my 
first tree at the spot and it wasn't terrible , but on the roll out I heard one 
of the guys in a cub that had done a touch and go ahead of me call that he had 
lost power and was returning to the runway. I looked up and thought S*** he's 
serious, I was about half way down the runway and he was pointed straight at 
me. I goosed the throttle and got all the way to the side. I gave it a little 
more gas again trying to give him every inch that i could with out being part 
of the problem. I miss judged speed some and couldn't make the turn off the end 
and really thought no big deal and I duct off the end between the end lights 
and the taxi markers. I did clip one of the end lights but I figured no big 
deal under the circumstance. I did a U turn and right back on the center line 
between the end lights and off the taxi way. I which time the cub was already 
on the runway.
I went and parked the plane because like i said stupid things happen. The taxi 
light dinged the paint but it's just another character mark. Later when I was 
about to leave one of the guys said "Hey did you see your prop?"-- What da ya 
mean?
I looked at it and I was missing about a 1" chip in the one tip and about 3/4" 
by 7" long from the other tip booth on the trailing edges. I never even gave it 
a thought that the weeds of only about a foot tall would cause any damage.
   I changed to my old Sterba prop and test flew it a few minutes on 
Sunday. Not Great but I could fly. On Tuesday I had to get myself to a funeral 
up state. One of the most beautiful days of the year. it was only a 50 min 
flight in smooth conditions. On finial I thought I was little fast and I wasn't 
sure of the runway length left because of the crown in it so I went around. On 
finial again I couldn't get below 1200 rpm. Not being sure if it was caused by 
the different prop I killed the engine on roll out and restarted to taxi in and 
the rpm dropped to the 650 - no problem. Latter that day I fueled up and taxied 
to leave, and run up -- no problem. On full throttle takeoff I noticed that it 
sounded a little different and the rpm was a couple hundred low. The power 
seemed fine and the climb was good so i continued and climbed and turned on 
course.   A Little tail wind and a good beautiful course and 35 min latter I 
was over home. I throttled back to loose altitude and continued on a little 
further to take pictures of my current construction site. The throttle stuck 
briefly at about half. I circled the job and was fooling with the throttle as 
it became more stubborn. It started to stick in several spots and was not 
smooth at all. I headed home about 8 miles away and left it at about half 
throttle which was a slow cruise around 120mph. I entered the pattern and tried 
to adjust. It kept getting worse. I turned base and pulled back to slow and it 
stuck, Pulled much harder and it popped back to idle. Not good as I glanced at 
the end of the run way it was doubtful. Now i panicked for the first time ever 
flying. I jambed it for everything I was worth and it gave way to full 
throttle. That shot me forward fast and now high (not panicked any more) for 
the runway. I yanked it back and it came back to the 1200 rpm and stuck again. 
This time it would not  and did not move. I was on finial and going as slow as 
I could with that rpm. As soon as i was over the end lights I killed the engine 
and pulled the mixture and landed dead stick. At about half way down the runway 
with no problem to stop i hit the switch and it fired up and idled at 1200 rpm. 
That was just right to turn and taxi back to my tie down.
  I did not get back to it until last night and had a mechanic with me. The 
throttle was still completely locked up and no amount of push or pull was going 
to move it, only bend something. I removed the cowl and started at the carb 
only touching it enough to see if something was bound there. I barely touched 
or moved anything just enough to see if the cable was loose in the housing in 
the slide and connection were not bound. Went back to the throttle knob and it 
was completely freed up. From that point on nothing we could do would make it 
lock up. Having said that it does not feel right. It is not smooth and it feels 
like the bearings in the vernier are rough and it is very likely that there is 
a broken piece of metal or even the bearing inside it. Replacement is  the only 
course for me. These are not cheap junk cables and have performed perfectly 
until now but what an adrenalin rush. I have the same cable on the mixture and 
the feel is like 

KR> Swift fuel

[joe.kr2s.buil...@juno.com]

Hey Guys,
Last nite a representative from swift fuel did a presentation at our flying 
club meeting. I wanted to get this out but left my notes at work so I will give 
some of the basics of things that I didn't know before.
The fuel can be bought right now but the price would be about $20/gal
The fuel weights 1 pound more than Av gas per gallon
The recent report states that it is hard to start in smaller engines, i.e. 
0200's
 The timing will most likely have to be changed and POH books updated
still 2 to 3 years away from wide spread use And then their prediction is that 
the EPA will mandate a termination of the 100ll in some timely manor after that.
They will eventually have several higher grades than the original 100SF which 
is 102 octane
Still claim 13% power increase
Some carberation changes may have to happen on some engines but nothing suspect 
at the moment
nearly all their resources are being funneled onto the 100SF to bring it to 
market before moving on to other products
It will not have to be separated from other products in the distribution chain 
like low lead does currently (pipe lines, tanks, trucks)
Does not show any signs of accelerated engine wear
Does not show any signs of gasket degradation
price is vague,and a bit coy, They say their price will continue to come down 
until they are fully ramped up and remain constant after that while they argue 
that the price of 100ll would continue to rise. He certainly did not quote a 
target price and the original figures of 2 to 3 dollars a gallon that were 
banted around a couple years ago are not mentioned any more. Who knows.
He also said that if the FAA tries to make them do 10 or more STC's they would 
walk away from the market, In their minds they fully believe that the product 
will perform for the entire small aircraft fleet with few to no modifications 
and the FAA may be afraid to say that it would work and give them the 
certification.
They have several manufacturing facilities lined up and one major supplier for 
distribution

I'll check my notes tomorrow and see if there is anything that I missed 
or miss represented and correct m yself. It was also a pretty good refresher in 
chemistry and over all a good presentation.
Thanks,
Joe Horton,
Coopersburg, Pa.

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KR> The see PA. tour

[joe.kr2s.buil...@juno.com]

Hey Guys,
If it is any consulation to the folks that drove to the Gathering it took me 22 
hours and 10 minutes to get home. Most of the trip was good flying at 9500 
above the clouds until The weather radio near the PA. Maryland boarder should 
IFRat all the reporting stations ahead. I dropped down through a big hole and 
went on with only 2 mountain ridges to cross until I would have had all 
unobstructed valley to travel. That was not to be. I ended up hopping about 25 
to 30 miles at a time every couple hours until I ran out of daylight and laded 
at Deck in Myerstown  Pa. 50 miles from home. I slept on the floor over night 
in the office and got up around 6 am and headed home over another fog deck 
under the blid faith that the report at the home base was correct and it was - 
at about 4 miles out it opened up to about a 10 mile hole and a nice clear shot 
at the airport. Total flight time ended up bieng 5 hours and 30minutes with 
over an hour of that being turning around and going the wrong way  a lot and 4 
new airports visited and 7 total.
At the local club meeting last night a reprsentative from swift fuel did a 
presentation and I took a lot of notes. I'll post more on that when work is not 
in the way latter to day.
Joe Horton,
Coopersburg, Pa.

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KR> flight plan

[joe.kr2s.buil...@juno.com]

Dana,
I was trying to flight plan the trip and was gooing to use PooDunk Ky as a way 
point but I couldn't find it are you sure that it isn't in West Virginia.
See ya

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KR> Sometimes so simple

[joe.kr2s.buil...@juno.com]

Hey Guys,
The past few months i have been trying to improve the cooling air and lower the 
head temps. They were not that bad with the higest being about 350 at steady 
state in cruise. I rebuilt all the cooling baffels, sealed things up and have 
been screwing around with the outlet air opening. As i was putting the cowl 
back on yesterday after some more fiberglass surgery on the lower half I 
noticed that the 2" scat tube that feeds the cabin heat was hanging down in the 
opening. I moved it back up into place and reattached it and went flying. The 
head temps were a full 30 deg. cooler. I guess it is good to let the hot air 
out.
Gathering bound,
Joe Horton, Coopersburg Pa.

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KR> Short flying story

[joe.kr2s.buil...@juno.com]

Hey Guys,
Pretty quiet so I guess you can bear this short story,
Yesterday I was planning on flying for awhile to practice shooting pictures 
with a new camera. My son Jason went along so i didn't get much time with the 
camera but we flew up to Blairstown NJ. It is a nice rural airport just off the 
base of the Blue Mt. which is the ridge that runs nearly continuous from NY to 
GA. There is a small restaurant  there so we planned this as the lunch stop. 
When we got there the sail plane towing was going on pretty steady with the 
ridge and thermal lift working..we went in for lunch and sat at a window 
looking over the glider operations area. A small biplane went up and treated us 
to a fair acrobatic show. Planes came and went and the humming bird feeders 
right outside the window filled in the aerial entertainment. After going back 
outside we found that the maintenance shop  was open and seemed to be busy. The 
activity at this airport at least on this particular day gives hope to the way 
it should be. Really a fun day
Happy flying
Joe Horton

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KR> More flying

[joe.kr2s.buil...@juno.com]

Hey Guys,
Sunday mornings all year with  good weather The local club flies out to 
breakfast. Today looked good so i fueled up and quickly hustled away from the 
pumps so the next guy could get in there. There is a new club member that asked 
to ride along with me and i told him if he wasn't afraid. Saddled up and did 
the run up and down the run way we went. rotated up and fuel started running in 
from the header tank onto my feet. climbed to about 400 and declared a return 
and the rest of the guys waited for me to land. I had changed my routine in 
hurrying at the pump and had not tightened any of the fuel caps. A Quick jump 
out and tightened lids up and we were back off to breakfast. on landing I asked 
again if he was scared yet. Not yet, Jeez I would have been. A 25 min flight to 
South Jersey Regional. The KR handled a little different flying closer to gross 
most noticably at slow speeds. At home airport setting up for final I was a 
little high and in ground effect It seemed to eat up the runway. So we went 
around for a second try. Jeez this time I over shot base and was high again so 
that turned into a sort of high speed pass. Third time the charm and it turned 
out to be a pretty fair landing. I asked again if he was scared yet and he said 
no, I'm pretty sure he was hiding tears by then.
   Anyway,  lessons learned in change. Changed routine and a mistake 
made. Changed weight and changed flight characteristics. That should scare away 
most of the guys that might ask for a ride at the Gathering.

Joe Horton,
Coopersburg, Pa.

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KR> Battery

[joe.kr2s.buil...@juno.com]

Hey guys,
Absolutly a perfect day today and I am sitting her typing. Tried to start 
N357CJ and the battery was dead, I thought that I had left a gps on or 
something so I just stuck the charger to it for 20 min. and triedd to crank it 
and she barly turned over. The battery was new in March but I thought I better 
take a closer look. When I looked at the battery I could see it was bulged out 
on 3 sides and when I got it out it actually had a blow out hole in the middle 
of a verticle corner on the groung end. I took it back to the battery warehouse 
nad they thought heat but couldn't be sure. They also said they were going to 
keep it as an example. I bought a new battery of a larger cranking amp size 
that they did not have before. I am gooing to check ground and power 
connections again and I may change the voltage regulator. I have the JD alt. 
and regulator.There has been no sign of over voltage as 14.1 is the highest I 
have seen and mostly 13.8 to 14.1. No popped breakers and cowl temps and engine 
temps have not gone where it should have affected a battery. Leave it to me to 
find new ways to not be able to fly.

Joe Horton
coopersburg, Pa.
Sent from my burgerking lunch stop

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KR> KR-2 Center Spar Inspection

[joe.kr2s.buil...@juno.com]

Paul,
I would see if you can find a Tech Counceler that could take a look at the 
spars. It would be helpful to know if the spars are fully boxed like the 2s 
plans call or only partially closed with the shear web plywood as the KR2 plans 
call out. another couple items that would help someone make a decision is the 
type of glue used and any pictures that might be available. if they are fully 
closed spars did they drill small vent holes through the center blocks. Another 
thing that i would look for on someone elses work is weather they spliced any 
of the spar caps and where and how the shear webs were spliced as well as 
taking a close look at the holes for the wing attach fittings.
Joe Horton, 
coopersburg, Pa.

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KR> OSH

[joe.kr2s.buil...@juno.com]

Hey Guys,
Last Saturday I took my 15 year old son Jason for his first trip to OSH.  We 
had planned to fly with one of the planes from the home airport which was a 
Piper that had a cruise of about 120kts that with a 30 to 40 mph head wind and 
flying around a couple Tstorms and rain showers it turned into a pretty good 
marathon flight of just a few minutes over 9 hours to Stevens Point. The next 
morning we made about an other hour into OSH and parked in the Fly Corvair 
booth.The weather turned good forthe next few days and we spent time with all 
our new best friends and several old ones. The weather looked iffy for 
Wednesday so we packed up and headed out about 9:30 am right behind the 
AeroShell team. The weather was clear  so as we approached Chicago we climbed 
to 11500 and cut across the corner of the lake and landed for fuel well into 
Ohio. The airport was great, loaning us a car to go to town for lunch. Another 
easy 2 1/2 hours latter we landed back home in Pa. The bummer of all this good 
flying was that when I landed home the total flight time on 357CJ was 499.9 
total flight time. Well I had to go cure that this afternoon with a nice little 
flight of 1.2 hours so I officially have over 500 hours. Oh and I have to 
personally thank one of you guys out there for putting the idea in my sons head 
about borrowing the palne keys for dates instead of the car keys.
Loving every minute in Pa.
Joe Horton


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KR> mixture

[joe.kr2s.buil...@juno.com]

Ron,
I may be going against the grain here but I don't feel it is one of the have to 
have instruments. I was perfactly happy monitoring the exhaust temps and still 
do. now having said that  I treat it more as a back up for me to verify 
information. I have gone to the extreme this past year of installing a sensor 
on each stack and installing a switch to go from side to side to compare (and 
they are different). As i update  instruments I discover that I may or may 
notwant to keep something else. The g meter comes to mind right now. I could go 
without that too.
The obstruction in the exhaust stream I had wondered about also but it seems to 
be a non issue and made no noticeable diffrence in temps or power.
Joe Horton

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Fw: Re: KR> Dihedral

[joe.kr2s.buil...@juno.com]

Hey Guys,
Before you get carried away please remember that Mark Lankford was 
flying with clipped wings and I don't believe that he is adding anything to the 
designed length of the wings. He is just bring them to the original designed 
length. I'm just happy he is making the needed repairs to the plane. Hanger 
rash is a terrible disease and really should be federally funded.
Joe Horton

-- Forwarded Message --
From: "Virgil N. Salisbury" 
To: KRnet 
Subject: Re: KR> Dihedral
List-Post: krnet@list.krnet.org
Date: Wed, 30 Jun 2010 09:53:50 -0400

   R R ALWAYS said not to increase the wing length. The
   spar is designed for just what you have, no more, Virg


   The Leonards wrote:
> Mark
> Interesting to read about your wing extensions.  I am wondering what
> you are doing about the extra bending moment and shear they will create.  
>
> If my calculations are correct (assuming no increase in your AUW, 1200lbs)
> Your Bending moment will go from 68,000 inch pounds to 93,500 inch pounds.
> And the shear will go from 1858lbs to 2180lbs.  From your e-mail below it
> also sounds like you're increasing the AUW.  If so then these figures will
> increase even further.  
>
> Eg if you increase the AUW to 1300lbs (an extra)100lbs the BM goes to 101350
> inch pounds and shear to 2362lbs
>
> You must be careful with wing extensions as they increase the bending moment
> at the wing root significantly.  Also consider the extra load it will put on
> the wing attachment fittings.
>
> I'm curious to know if you plan on beefing up the spar or wing attach
> fittings.
>
> Regards
> Peter Leonard
> Brisbane, Australia
>   


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KR> don't give up.

[joe.kr2s.buil...@juno.com]

Hey Mike,
Good news--only 6 and a half years to go by my count
Joe Horton

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KR> Re: Dropped Seat-follow up answers

[joe.kr2s.buil...@juno.com]

hey Guys, 
I'll try to answer the follow up questions.
First my heads were prepared 10 years ago and they were done by Bob Sutcliff 
before his retirement. They are not Falcon heads and i would have every 
confidence in Mark's heads and i still have in Bob's work.
I do not remember if the seats were repalced, I do remember that he told me 
that the guides were like new and they were not replaced.
I have always been awear that there was a history of Corvairs droppping valve 
seats, but I think that the majority of the history is traced to the 140 heads 
with the larger valves. 
i can not think of any other warning signs and even after the seat had dropped 
completely there was no additional noise besides the rough running condition.
I have tried auto fuel, I do not have fuel avaiable in the area without ethonal 
so my test was with alcohol which I used for a month last summer. I really did 
not like it to the point that I often wondered if something might happen. It 
also took several tanks of 100ll to work the auto fuel out of the system and 
return to running the way that I was used to.
Thanks to Jeff Scott for the MMO explaination. That was the best i have ever 
seen for it other than being told i would die if I used it or I would die if i 
didn't use it.
I have not decided what or how to make the repairs/replacement yet. I will be 
checking the bottom end just for curiosity sake. But i do not beleive there is 
any problem there.
As the start of another data point I intend to make good on a deal with Dan 
Weisman at this time to send the 5th bearing assembly back to him for 
inspection. It has over 200 hours on it and was the 2nd one to fly behind his 
own. I willl leave any other reports on the 5th bearing up to Dan after this as 
his technical expertise and knowlege of his componets are far superior to mine.
Hope this covers everything that was asked either privately or on the net.
Fly safe
Joe Horton, coopersburg, Pa.

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KR> dropped seat up-date

[joe.kr2s.buil...@juno.com]

Good Morning Guys,
As most of you may know On my way to landing at the Virginia Regional Fly Inn I 
suffered a engine malfunction. While the engine was indeed running rough, I was 
able to quickly identify the cylinder that was in-distress and made several 
tries at correcting the problem from cockpit controls by varying throttle  and 
mixture. I was still producing power and was able to accelerate and climb. I 
made the decision to land normal nd not screw u the pattern that was very busy. 
I was able to taxi to a parking spot and shut down all with out anyone else 
being aware that I had a issue. 
 On the ground it was determined that there was no compression at all in 
the center passenger side cylinder.
I made the decision to truck N357CJ home. 
  This  brings us to the forensics of the problem. I did a static leak test 
and found it to be a full leak thru the intake. I also could see the valve seat 
thru the spark plug hole. I pulled the head off and was able to see exactly 
what was suspected. The valve seat had come completely out and turned some what 
sideways and the valve had beat the seat into the head. As i understand this is 
something that happens to the corvair occasionally. 
   The most important information i am leading up to here are the signs 
that I pretty much ignored that might have prevented as much damage and 
certainly saved a $1000 in travel expenses.
   A couple weeks before the trip to Virginia i had changed the spark 
plugs. The actual event of the valve seat becoming loose may or may not have 
happened either right before i changed plugs or the very next flight after. In 
any case I did not notice the temperature change until the first flight after 
changing the plugs. The front cylinder on the right bank had a higher temp than 
normal by 20 to 30 deg. The middle cylinder head temp was lower by 90  to 100 
deg and the rear cylinder head temp was normal. I had put this info out on the 
net and got a couple responses that I had not considered and that was that I 
may have damaged the temp sensors. I had not thought that I damaged them but 
became more nonchalant about the problem. The other thing was that i had more 
trouble getting consistent exhaust temps. And in fact the entire bank of temps 
would switch from one bank to the other as far as the high exhaust temps with 
changes in throttle settings and even change when sett at one setting for 3 or 
4 minutes at a time.
   I present this information for everyone else to learn from.. I have a 
full set of instruments to draw information from. I did not properly process 
the information I received from them. For those that do not have full sensors I 
believe that you are putting yourself at a disadvantage to start with but would 
give you an excuse for not realizing a problem. For the pilots that do have 
full engine monitoring i would strongly encourage vigilance in processing the 
information that is presented. I should have verified the probes were indeed 
faulty or not. Then I would have known that something was amiss. I still may 
not have known what so I am saying now that if you experience a low cylinder 
head temp that can not be changed by throttle settings or mixture changes you 
should certainly consider that you may be on the way to loosing a valve seat.
As a side note I burn 100ll all the time. when i had the heads off at 
280 hours there was a very thick build up of lead on the entire combustion 
chamber. At this time there is over 200 hours on the cleaned up combustion 
chamber. There is again a lead deposit but not near a bad. More like 20% as 
much as it was 2 years ago. The difference is only that i have been using 
Marvel Mystery Oil in the fuel. Not by any means a scientific test nor am I 
encouraging the use. Merely stating that I am trying it and it seems to make 
difference. The worst part of the lead is that it is attaching to the valves 
and making deposits on the seats that probably keep them from sealing 
completely at some point in time.  
I'm not sure how I am going to have the head problem resolved yet or 
when i will get to give a flight report  again but it won't be that long til 
I'm free to time travel again.
Joe Horton, Coopersburg Pa.




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Fw: Re: KR> Bends in Fiberglass Construction

[joe.kr2s.buil...@juno.com]

A trick that I taught myself from trying to repair heavy wall coverings in 
new construction when wrapping the sharp drywall corners. I bought a couple 
cheap household irons. On wall coverings using a low to medium heat depending 
on the type of wall covering(ie paper, vinyl, or cloth) i run the iron up and 
down the edge to give it a crease and a memory to the shape. I did the same 
thing on trailing edges and tight corners on wet layups. I let the layup take a 
set and had the cloth as tight as possible 
then I would run the iron over the edges trying to give the glass fibers a 
sharp crease and there by it would also  lay around almost any corner. It also 
works weather it is an inside or outside corner. I would keep track of the area 
and repeat if it started to bubble away from the sub-straight. Be careful of 
the heat as you don't want to melt foam or liquefy the setting epoxy, just 
enough to soften and make it lay flat. Ya all be careful now.
Joe Horton 


From: Dan Heath 
Subject: KR> Bends in Fiberglass Construction

Is there a glass that is "the best" at making a 90 degree bend.  I am
assuming BID, but I am also assuming that there is something that is better.



Daniel R. Heath
___


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KR> One way trip

[joe.kr2s.buil...@juno.com]

Hey guys,
   I got to do a little checking on my engine tonight. I performed a leak down 
test but I knew the result before I even tried as I could see the valve seat 
turned sideways by shinning a flashlight in the sparkplug hole. I just didn't 
know weather it was the intake or exhaust. Well it was the intake, I could also 
see somesmall peces of metal laying down in the bottom of the cylinder barrel.
So I will pull it apart to see what i have to do to fly again.
Joe Horton

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KR> Fuel Tank Vent

[joe.kr2s.buil...@juno.com]

Bob,
   I have the Rand header tank and I Installed a 1/4" aluminum tube at the very 
top of tank pointing forward and a slight slope towards the rear of the tank 
where it exits grouped with the filler tube and the fuel level sender wires. At 
that point I connected a clear fuel line tube and ran it towards the passenger 
side with constant slope to under the shlef and to an exit point. At the exit 
point I bent another piece of the 1/4" aluminum tube going through the fuselage 
side about 2" behind the firewall just below th shelf and the open end of the 
tube faces straight forward which  I flared the end open to scoop up some air 
and in some effect pressurizing the fuel tank. It's never even been a quesstion 
with venting execpt for slow fuel filling for the last couple of gallons of 
fuel. I have on several occasions while transfering fuel from wings to header 
tank forgot and pumped a couple gallons overboard. I have a fuel pressure 
indicator and it always inflight indicates more pressure than is available by 
gravity.
Joe Horton 

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KR> RE: Weather

[joe.kr2s.buil...@juno.com]

Hey Jack,
Looks like I am going to have to bow out of the trip to your house this 
weekend. The frontal line is all over the mountains and I would have to fly 200 
miles over some of the higest terrain in the east. But it does look like i 
could end up at the Virginia Regional at SFQ for the day and and harrass our 
favorite Contact mag. editor.
Sorry 
Joe Horton

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KR> Aerocarb setting

[joe.kr2s.buil...@juno.com]

Larry,
   sorry i didn't answer sooner, I missed the fact that you were talking about 
an Areo carb.  I think that a little information might be needed but I'll take 
a shot at it. I am  thinking that you  have a 35mm carb on a 2700 cc corvair? i 
any case the success of anything but the #3 needle has been elusive. Make the 
mark on it just like the instruction say where the flat ends. This is the 
starting point for setting the needle depth in the slide. I am working from 
memory so the instruction should be referred to to allow for my dyslexia, I 
think the flat faces away from you when viewing from the intake throat. Make 
sure that you have the mixture cut off set up by the instructions also. Make 
sure you have your timing set on the engine at least as accurate as you can for 
the start. That affects low end idle tremendously. I left the stop nut for the 
throttle adjustment loose so that I had a full range for starting and running. 
When I had the engine running i then pulled the throttle out at slow increments 
until I reached what I thought would be my low idle without it being rough (for 
me that is about 700-750 rpm)  At this point i redid timing dynamically to full 
static rpm (again for me i am set up to 32 deg. advance at 2900 Rpm) At this 
point  started to adjust the mixture needle. I did not have a mixture gage at 
the time and used a dwell/rpm to visibly see results as well as the sound of 
the engine. I was making adjustments with the engine running (this is not for 
everyone-let your personal safety be your guide) When I made an adjustment I 
would run it up and down to make sure that it would return to the same rpm and 
still idle smooth. The needle needs to make very small turns when you are close 
to the results that your after. I made an adjustment this past week for summer 
time temps and it was on the order of an 1/8 turn at a time. I think that I 
have mine adjusted to the rich side of the original set point. In the end I 
really was lucky I guess as the engine started the first time and was able to 
run. The adjustments were not far from what the instructions tell for set up. I 
have nearly 500 hours with the carb now. The only thing is the slide type carbs 
will always favor a side of the engine for rich and lean. maybe 100 deg from 
side to side. The solution for me was to install a tornado directly behind the 
carb to swirl the mixture before the split in the intake risers. 
Roy, I fell that you may be a little over optimistic about exhaust spans with 
respect to the comment of 80 deg. span being a lot. I currently have my alarm 
set at 170 deg. span and it occasionally goes off in full power climbs and 
requires a slight mixture adjustment to settle it. But on the other end of the 
spectrum I can get exhaust spans at altitude (7500 or higher) below 30 deg. At 
low altitudes 50 to 70 deg spans are common. A friend with a hot Lance air 
(actually several of them) told me that 80 deg. span is the lowest he has ever 
gotten to.
   Hope this helps a little.
Joe Horton,
Coopersburg, Pa.

 -- Forwarded Message --
List-Post: krnet@list.krnet.org
Date: Tue, 18 May 2010 06:59:17 -0500  

>Mark, I didn't get any response back on my Question about setting up and
>operating the posy type aerovee Carb on my Corvair. Are you running this
>Carb or know someone that does. Thanks, la...@lebanair.com





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Fw: RE: KR> Cowl

[joe.kr2s.buil...@juno.com]

Steve,
The one that I received was pretty thick. In all fairness I did look yours over 
at SNF and it seemed only slghtiy heavier than my carbonfiber one. Yours was 
also slightly stiffer than my one off homemade. The shape and size without 
measuring looked the same as what I had to start with. I might be so bold as to 
suggest an extra layer on the sides of the bottom half. That is the only place 
that I had to add more material to keep it in shape on the plane
From: "Steve Glover" <n92...@cox.net>


Hi Joe,

I'm surprised it was that heavy.  I'll have to weigh the bottom but the top
I currently have is only 5lbs.  

Steve

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of joe.kr2s.buil...@juno.com
Sent: Saturday, May 01, 2010 7:16 PM
To: kr...@mylist.net
Subject: KR> Cowl

Larry,
If you go to http://www.krnet.org/krs/jhorton/  A couple  of the first few
pictures show the current state of my cowl and the very last picture shows
the way it was formed when I first started flying it. The cowl was orignally
bought from Rand but it weighed 18# before any fitting and changing. I
pulled a mold off and sold the cowl and made the one that is on the plane.
It is made from carbon fiber and weighed only 6.5# before I started
modifiying, It probably weighs about 8# now . The orignal way had an out
side scoop for the carb but the aerocarb did not llike it so I changed the
bottom to enclose the carb and filter. I have done some testing on the
intake holes and think that I canclose them up by several sq. inches on each
side with no effect on cooling.
Joe Horton

-- Forwarded Message --
From: "Larry Knox" <la...@lebanair.com>
To: "'KRnet'" <kr...@mylist.net>
Subject: RE: KR> W, CG location
List-Post: krnet@list.krnet.org
Date: Thu, 29 Apr 2010 22:33:03 -0700

Question, Joe Horton do you have a photo of your KR2S/Corvair so I can see
what the Cowl looks like. NVAERO said his cowl was like yours. I just
received one from another location that has to be a VW cowl and so as
William has not responded I am still in need of a Cowl. Thanks
la...@lebanair.com 



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KR> Cowl

[joe.kr2s.buil...@juno.com]

Larry,
Maybe the misunderstanding is that there is no cowl that is ready to mount. So 
the answer is it won't look like either. what it would look like is either 
picture minus the bumps (eyebrows) that are for my intakes. on the bottom it 
would fit all the way to the bottom of the fuselage at the firewall, no large 
bump for the carb or no intake snorkel. also no cut outs for the exhaust. There 
are no locations or connections to attach the 2 halves together or to the 
fuselage. You will also need to figure out where and how much exit air gets out 
of the cowl.
So as you can see there is a lot to do after you have the cowl shell.
Good luck,
Joe Horton

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KR> Cowl

[joe.kr2s.buil...@juno.com]

Larry,
If you go to http://www.krnet.org/krs/jhorton/  A couple  of the first few 
pictures show the current state of my cowl and the very last picture shows the 
way it was formed when I first started flying it. The cowl was orignally bought 
from Rand but it weighed 18# before any fitting and changing. I pulled a mold 
off and sold the cowl and made the one that is on the plane. It is made from 
carbon fiber and weighed only 6.5# before I started modifiying, It probably 
weighs about 8# now . The orignal way had an out side scoop for the carb but 
the aerocarb did not llike it so I changed the bottom to enclose the carb and 
filter. I have done some testing on the intake holes and think that I canclose 
them up by several sq. inches on each side with no effect on cooling.
Joe Horton

-- Forwarded Message --
From: "Larry Knox" 
To: "'KRnet'" 
Subject: RE: KR> W, CG location
List-Post: krnet@list.krnet.org
Date: Thu, 29 Apr 2010 22:33:03 -0700

Question, Joe Horton do you have a photo of your KR2S/Corvair so I can see
what the Cowl looks like. NVAERO said his cowl was like yours. I just
received one from another location that has to be a VW cowl and so as
William has not responded I am still in need of a Cowl. Thanks
la...@lebanair.com 



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: KR> Manifold Pressure Range

[joe.kr2s.buil...@juno.com]

Hey Mark,
I didn't remember that you had a manifold pressure indicator. I ordered it this 
week. Where did you install the sensor pick up? I also don't remember you 
including the manifold pressure in any of the information that you have given 
altough I am certain it would be on the graphs that you have posted if I look. 
I still have not gotten around to flying with a laptop to record the EIS. The 
Dynon also records to down load but I have not bothered with that either. I 
tried to do a full throttle low altitude run yesterday but it was way to rough 
down low and I think that it is time to adjust the carb for summer time also 
because I couldn't get the  exhaust temps to settle down either.
   I landed yesterday with a total flight time of 478.1 hours which is exactly 
200 hours since the cam gear broke on the way to OSH 2 years ago. It also marks 
200 hours exactly on Dan's BTA 5th bearing. Does anyone else have that or more 
time on theirs. I would like to make a decent formal report to Dan very soon.
Joe Horton,
Coopersburg, Pa.

Dave Dunwoodie wrote:

> I have a Revmaster 2100 with ram air.  The gauge in the airplane ranges
> 10-50 inches.  I'm doing a panel upgrade right now and am wondering if I
> should change this gauge to perhaps 0-30 inches or some other range
> while I have the chance?

I'm no Revmaster expert, but I do have a manifold pressure gauge built into 
my EIS system.  The manifold gauge will almost never read higher than 
ambient pressure, so with a 30" limit, you'll be operating right around full 
scale deflection on the ground with the engine off,  and near full scale at 
full throttle at low altitude, and less at less throttle or high altitude. 
Ram air will probably not make enough difference for you to even see on the 
gauge, so that's probably not even a concern.  I'd go for a 30" personally, 
just for the increased resolution.  Now if it's a turbo, that's a different 
story, but you'd have fried that gauge already.  Let us know if you really 
do see much change when ram air is on or off, assuming you can control it, 
but it makes very little difference on mine...

Mark Langford


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KR> fuel burn vs Hp

[joe.kr2s.buil...@juno.com]

OK, thanks, I'll do one more for the record tonight if it is calm enough. That 
would be a full throttle run at say maybe 1500 ft. I know what every other 
number should be at 1500 but i have never looked at the fuel flow because I 
didn't care how much fuel I was using to eek out every mph that I could. The 
other numbers should be 177 mph true, @ 3370 rpm. just need to add gph.
Joe Horton

-- Forwarded Message --
From: "pk.sm...@bigpond.net.au" <pk.sm...@bigpond.net.au>
To: KRnet <kr...@mylist.net>
Cc: "joe.kr2s.buil...@juno.com" <joe.kr2s.buil...@juno.com>
Subject: Re: KR> fuel burn vs Hp
List-Post: krnet@list.krnet.org
Date: Wed, 21 Apr 2010 13:24:29 +1000

so Based on my calcs, HP= G/h * 6 / BSFC or 7.8*6/.5= 93.6 Hp
BSFC for a low comp carby engine is ~ .5 @ max power ~.45 at max TQ.
@4.8 gph you are getting ~ 57.6 Hp

Paul.

 "joe.kr2s.buil...@juno.com" <joe.kr2s.buil...@juno.com> wrote: 

-- fuel burn for first 1000 7.8 gph
-- fuel burn was 4.8 gph 


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KR> fuel burn vs Hp

[joe.kr2s.buil...@juno.com]

Hey Guys,
I saw a post over the weekend that was doing the math for fuel burn and the 
associated hp produced. I have not written a lot of things down that i know 
about my plane so i took the opertunity on the way home yesterday to check fuel 
burn and no I have not done the math so who ever does it will be a surprise for 
me too. Any way here is the information.
Took off full throttle set up for 800ft/min climb.-- alt. 30.06-- airport elev. 
680 -- rpm 2970 -- fuel burn for first 1000 7.8 gph
the fuel burn dropped off steady as i maintained the climb and rpm and I leaned 
constantly untio reaching 7500 ft
At 7500 I stayed full throttle and let everything settle down  as far as 
cylinder, exhaust and oil temps which only took a couple minutes.
the fuel burn with every thing in steady state and leaned to the normal 1340  
and little carb heat on to richen and be able to lean out. The fuel burn was 
4.8 gph -- rpm 3170 -- true air speed 166 mph-- OAT 35 f
Joe Horton 

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Fw: KR> Spar vs. Capstrip spruce stock

[joe.kr2s.buil...@juno.com]

Ken,
I don't know if you have thought about it or not before you order the spar 
material but if you intend to use either of the AS series airfoils that were 
developed a number of years ago I think that you would require taller spar 
materials. I had to laminate onto top and bottom of the main spars. Not much 
but it would have been eaiser to have the spars the right height to begain 
with. 
   As for the comment about the hoeky foam spar extention-- I know exactly who 
coined that phrase but I have seen nothing to disprove that there is one single 
thing wrong with it.The only difference I did myself was to use carbonfiber for 
the layers on the extention. But it should be lighter by ounces on each wing 
and was not a problem to build. Also some guys  may shorten the wings by  the 
leght of the foam extention. I think that decision should be only considered 
once you have decided what is going to be your favorite flying altitude. I now 
use O2  and will be at 13k to 15 k whenever I can. The longer wing is certainly 
an advantage up there.
All in my opinion, your milage may vary but I know what mine is.
Joe Horton 


-- Forwarded Message --
From: "Ken Henderson" 
To: 
Subject: KR> Spar vs. Capstrip spruce stock
List-Post: krnet@list.krnet.org
Date: Tue, 30 Mar 2010 13:26:44 -0600

All,
   Still trying to get my Aircraft Spruce wood order right and I have a few 
questions. Is capstrip suitable for use as spar and longeron material? In their 
online catalog Aircraft Spruce states that their capstrip stock is 
"non-structural". Aren't spars considered structural? 
   The reason for this question is this. For the KR-2S front and rear outer 
wing spars I will need (4) 1 15/16" x 1 7/8" x 90" and (4) 7/8" x 7/8" x 91" 
pieces of spruce. These pieces are longer than what is supplied in the kit 
because I am eliminating the hokey foam spar extensions. I can order 7/8" x 
7/8" capstrip material or I can order a piece of spar stock 7/8" x 4" x 91" and 
rip my 4 rear outer spars from it if the capstrip material is not suitable but 
I can't figure out a way to do the front outer spars. Spar stock is available 
in up to 1 1/2" thickness and capstrip is available in up to 1" thickness. 
Either path will require a lamination of 2 pieces to achieve the required 
thickness unless I can order special thickness spar stock. Any advice?
   Thanks, Ken
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KR> Aileron hing

[joe.kr2s.buil...@juno.com]

Hey Guys,
   I found another squawk on N357CJ over the weekend. I discovered a slight 
bind in the left aileron. That in it's self was not a big deal as I had 
installed a washer that was there for a spacer on the wrong side of the heim 
bearing at the aileron connection. As I was putting the bolt back together I 
inadvertently leaned on the aileron and saw some flex at the hing line. I 
started to investigate it much further and disassembled the linkage again so I 
could turn the aileron all the way vertical to check all the connection screws. 
This now goes back to what I mentioned a couple weeks ago about not trusting 
wood structure connection points. I found evey single screw through the aileron 
hing both into the wing and the aileron to be loose to some degree. With the 
screws at the linkage area to be the worst. Some were only 1/4 turn and others 
were nearly a full turn. This also included the counter balance connection 
bracket. I don't feel that these connection were done incompetently, they have 
nylock nuts floxed to the back side of their spars and were marked with nail 
polish for movement. The previous way that I did inspection was by checking 
visually and manually for movement. The new procedure is to put a screw driver 
to the screws to check. Really only another 20 min to insure my survival. Take 
a close look at things, you never know what you might find.
Joe Horton,
Coopersburg, Pa. 


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KR> winter work

[joe.kr2s.buil...@juno.com]

Hey guys,
Maybe you have be wondering what happened to me for the past few month's. Well  
let me tell you ( I love a captive audience). I took the N357CJ home over the 
ThanksGiving holiday. I had flown her for just over 4 years and over 450 hrs. I 
have been a little more than rough and I was certain that she needed some good 
R
When I got her comfortably resting in the heated work shop I sat down and 
started a list of things that needed to be done and of things I wanted to do. 
Keep in mind that those two don't have the same priority. I was very surprised 
at the size of the list. I had know all along that if she was at the airport 
that I would never do some of the stuff. I didn't get started doing much until 
late December but have worked on her steady  since then. Some days I would do 
something simple like adjusting the landing and taxi lights because I now know 
my landing attitude. Other times I just bit into projects that I dreaded to no 
end. One of the major items was my split flap operator. I was getting a lot of 
reflex of the flaps and I was concerned that it was from abusive wear. Like 
taking off and flying for 20 min or so trying to figure out why I could only 
manage 155 mph. Anyway I started by testing and studying each component. In the 
end I cut into the bottom of the stub wings and removed the complete system. I 
discovered a couple fatigue cracks in Aluminum parts and flex in other parts. 
The original choice of materials to build my system out of turns out to be the 
true mistake. The materials were picked with weight considerations. I changed 
the torque tube to steel and the associated linkage. I also had to reinforce 
the actual flap handle as there was the ability to twist slightly from the 
pressure on the flaps being transferred. The result at this point is on tested 
but the flaps are very stiff and now only two position of 25 deg and 50 deg. I 
think this will be a considerable improvement.
I also decided that I may want or need to meet the ability to do night flight. 
That meant mostly to get my panel lighted. I found a set of red LED strip 
lights that stick on that fit really well on the bottom of a lip over my panel. 
I wired another switch into the panel and all the other instruments that had 
internal lights to it. Just for the record I removed the auto store wiring form 
the lights and soldered in tefzel. While in the panel I cleaned up some of the 
wiring in the back I wired in the ESI to a lap top connection ala Mark 
Langford. I also installed a carb temp probe to round out the information that 
I can retrieve. I wired the Lowrance gps into the Dynon D10A. I also tried 
adding the remote compass and OAT to the D10A but there is something not right 
inside and I will have to return it for service. Slaving th gps to th eD10A is 
really cool though and gives another layer of flight information that in all 
honesty I probably didn't have the knowledge to process before.
I also attacked my canopy latching which always seemed tight on the ground but 
in the air it flexed open with enough space to suck my shirt sleeve out. This 
has to be a tremendous amount of drag. I changed latch types and reset the 
limits of the latch. I think I have that cured too. I really believe that item 
was costing several miles an hour. The next flight will tell.
Next was into the engine compartment. I'm not done in there but I took apart 
the carb and intake tube's and removed the flex connections and replaced with 
new gas filler neck tubing. (note to myself: The service life of no hub 
fittings from Sears hardware is about 400 hours- just bite the bullet and use 
the right stuff). I'm in the process of rebuilding and replacing all the 
baffling. I replaced the plugs and O2 sensors which I installed on both exhaust 
last summer. Changing the oil and filter. Carb heat box was rebuilt and 
reinstalled. check belts and wiring.
I also discovered more small items here and there that just needed tightening 
or adjusting. This was a little surprising to me as during previous annuals I 
checked all the little spots of finger nail polish that I put on ever nut or 
screw during building to indicate #1 that I had in fact set that particular 
connection to torque and #2 that in the future it had not moved or changed. 
This is not a valid check for a wood structure. I now am convinced that every 
bolt or screw into wood needs to be physically checked.
I also worked  on the nose gear that I continue to beat the crap out of. I had 
to replace a small backer for the bolts to the firewall and all new bolts while 
I was at it. that started just because they were slightly loose. I cleaned and 
shampooed interior but i have not gotten to any of the body work that needs to 
be done. Not likely to get done now either. I plan on returning N357CJ to the 
airport this week to depart for CC#17 this Friday. 
Well gotta run, I'm wasting work time and I have to get the O2 bottle filled 
today. N357CJ will not be 

Fw: RE: KR> fuselage,glass or paint ?

[joe.kr2s.buil...@juno.com]

Now let's not get silly-- What in the world do you think was going to hold the 
deck cloth to the structure anyway (which was infact the original question). I 
used the epoxy instead of another type of wood sealer that was going to have to 
be put on any way. The epoxy was harder for sanding purposes to prep for 
painting (so I did not sand into the wood). The epoxy was applied by squeegy 
not brush and trust me it was not thick as I microwaved it to thin it out 
before applying.
Joe Horton

-- Forwarded Message --
From: "Fred Johnson" 
To: "'KRnet'" 
Subject: RE: KR> fuselage,glass or paint ?
List-Post: krnet@list.krnet.org
Date: Mon, 8 Mar 2010 11:47:39 -0800

Here, here! epoxy is heavy! Heavier than the wood.

Fred Johnson
Reno, NV



Joe wrote:

Hey Mike 
Sounds like you are really getting there. I did not put the cloth on my
fuselage. I did when ever I had extra epoxy mixed up use it to coat the
sides and other wood and only after I was certain that I did not have to
glue anything else to the wood. I don't have any cracks in mine after five
hard years. I would suggest that you take a look at the guys that have
finished planes and decide what is best for you. One reason for me was just
trying to keep weight off.


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KR> fuselage,glass or paint ?

[joe.kr2s.buil...@juno.com]

Hey Mike 
Sounds like you are really getting there. I did not put the cloth on my 
fuselage. I did when ever I had extra epoxy mixed up use it to coat the sides 
and other wood and only after I was certain that I did not have to glue 
anything else to the wood. I don't have any cracks in mine after five hard 
years. I would suggest that you take a look at the guys that have finished 
planes and decide what is best for you. One reason for me was just trying to 
keep weight off.
Joe Horton


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KR> Strobe power supplies

[joe.kr2s.buil...@juno.com]

Jack Cooper wrote:

> I was wondering where others have mounted their power supplies for the 
> strobes

Jack,
I have had good luck with the location that I choose for my Kuntzlman strobes 
as can be seen in the 9th picture down of this link 
http://www.krnet.org/krs/jhorton/
The one thing that surely makes the difference is the shielding and bonding of 
all the wires and metal parts which you can see in the picture. I left no wire 
unprotected.
Joe Horton
Today's pet peeve: who thought it was a good idea to sell aircraft GPS units 
with suction cup mounts- The dang thing falls off at 7500 ft with out fail and 
still scares the crap out of me every time it happens.

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KR> Bye Bye 100LL

[joe.kr2s.buil...@juno.com]

Dan wrote:

>>There is some really good news about a replacement for 100LL, at this site.
>>The interview by AOPA, was very informative to me.



>>http://swiftenterprises.net/



>>Daniel R. Heath

Hey guys,
I signed up with swift this summer at OSH with the hopes of being part of a 
test group. This has not materialized nor does it appear that they are even 
close to being able to produce at any kind of quantity. They do send an email 
up date about every 6 weeks or so. The last information that they sent me 
indicated that they were still trying to get a refinery to try to ramp up and 
even then the quantities would be limited. They also talked about the FAA 
certification process although I don't remember the details my impression was 
that it was better than a year away at the very best. They also mentioned at 
that time that the initial costs may be more than the current costs of 100LL 
supposedly until they got to full production -- again i read into that that the 
cost and availability will not make it very desirable for a number of years. 
But, hey I've been wrong before. I may have the emails saved somewhere.
Joe Horton
Coopersburg, Pa.

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Fw: Re: KR> another non-sunset flight picture

[joe.kr2s.buil...@juno.com]

>There is an immature group holding races around the country and I am going to 
>try and enter. <
Hey - It don't look like a typo to me. And Oscar don't get Mark off on another 
project yet. I kinda had a plan for OSH this year that he and I could park side 
by side with a 1000 hrs logged on his plane and a 500 hrs logged sign on mine.
Joe Horton
N357CJ

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KR> paper pilot certificate

[joe.kr2s.buil...@juno.com]

Hey Guys,
Happy New Year, Below is an excert from n AOPA email that i got. I was not 
awear that we had to get the new plastic certs and I just thought that I may 
not be the only one. I had not changed mine from the SSN so I was able to do it 
for free.
Copied from an AOPA email:

>>Paper pilot certificates will no longer be valid after March 31, 2010, so 
>>make sure you?ve upgraded to a plastic certificate. The FAA mandated the 
>>change because it says the plastic certificates are more counterfeit 
>>resistant. Pilots can request the plastic certificate through the FAA?s Web 
>>site or by mail. The cost is $2, but if you change your pilot certificate 
>>number from your Social Security number, the switch is free. Temporary, 
>>student, and flight instructor certificates are not impacted by the rule. 

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KR> Tail wheel/rudder interconnection

[joe.kr2s.buil...@juno.com]

Larry wrote:

>Builders can save themselves a lot of time by not trying to re-invent 
>the wheel (no pun intended) and copy one of the many proven designs 
l>ike mine, Langford's, Dan Heath's, or others.  
>As always, your results may vary.

>Larry Flesner

And of course you could also copy Horton or Jones' set up where the tail wheel 
was actually installed on the opposite send of the airframe.
Sorry - couldn't resist- Merry Christmas All
Joe Horton
___


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Fw: KR> new photo

[joe.kr2s.buil...@juno.com]

Hey, a little pressure on the right peddle and ya can go faster- just a thought.
Joe Horton
Mark wrote:
> Before I show it to you, you'll need the sound effects.YEHA!   
> It's at >http://home.hiwaay.net/~langford/misc/0912141948m.jpg .  And no, she 
> doesn't have a sister...

>Mark Langford


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Fw: RE: KR> GEAR

[joe.kr2s.buil...@juno.com]

OK, now guys,
   Hold on just a second, Think about the real issue here. The weight of a 
corvair on the front is not substatially different than any other power 
package. Remember weight and balance. If this is properly done, the (if any ) 
additional weight is distributed to all the wheels. A skilled pilot (or 
questionable skill) can hit the ground as hard as he likes on any given tire in 
any weather conditions he chooses. The failure of any given componet has a lot 
more to do with that.
Joe Horton

Steve wrote:

I had a few different calls regarding the nose gear strut yesterday.  The
biggest question I am getting is regarding the strength of the strut for
heavier engines.  Both Mark Jones and Joe Horton have the strut on their
KR's with the Corvair engine.  Jones has added an additional gusset.  I
think Joe's is stock.  With all the heavier engines being used right now we
are looking into a couple modifications to support the additional weigh of
these engines.  I spoke with Dan Diehl for awhile yesterday regarding the
changes that are needed.  To alleviate the concerns voiced to us we may have
something that will meet the needs of both the VW and Corvair guy's soon.

Regards,

Steve



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: KR> Oshkosh 2010

[joe.kr2s.buil...@juno.com]

Ohhh, Gee, Gosh brother, I didn't know it hadn't come up. Man, how did we 
get through an entire KR Gathering without that coming up??? But let the record 
show I never mentioned any names.
Joe Horton

>Jeez, That don't  worry me none, but having a KR close the runway down--  
>That's something to worry >about ;-)
>Joe Horton


Yep, I knew someone would let the cat out of the bag. And for those who do 
not know what Joe means: As I landed at Oshkosh this past Airventure, I was 
in front of Joe and Mark Langford, you see they chickened out in the clouds 
and did a 360° to restart their approach but that is another story in 
itself, anyway as I was rolling out on runway 27 I was directed by the tower 
to exit the runway into the grass and as I did so as soon as the mains hit 
the grass I sank down in the soft ground to my axles. This left everything 
from the main gear back sticking out over the runway so the tower shut down 
runway 27 until we cleared the runway. Fortunately that took only about 3 or 
4 minutes as several guys came running over and we lifted her and rolled her 
onto more solid ground. Yep, I would be willing to bet I am the only KR to 
shutdown runway 27 at Airventure.


Mark Jones (N886MJ)


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Fw: Re: KR> Oshkosh 2010

[joe.kr2s.buil...@juno.com]

-- Forwarded Message --
From: "Mark Jones" 


Looking forward to meeting you there Phil. Just look out for the KR's doing 
a high speed pass on arrival.


Jeez, That don't  worry me none, but having a KR close the runway down-- That's 
something to worry about ;-)
Joe Horton

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Fw: KR> Oshkosh 2010

[joe.kr2s.buil...@juno.com]

Hey Phil,
I was on the fence weather I took the trip agian this year, but what ta heck, 
if you can stand a 15 hr. flight to get here I guess I can do a 5 hr flight to 
meet you. That and the fact that I should be able to hang one of the EAA prop 
signs that says this home built has flown ove 500 hrs.should make the trip 
worth while. Look foreward to meeting you.
Joe Horton,Coopersburg Pa.
-- Forwarded Message --
From: "Phillip Matheson" 
To: "KRnet" kr...@mylist.net
Subject: KR> Oshkosh 2010
List-Post: krnet@list.krnet.org
Date: Tue, 15 Dec 2009 17:54:11 +1100

Air New Zealand is landing a 747 at Oshkosh 2010, arriving at Wittman 
Airfield approximately 13:00 Monday 26th July

I have BOOKED my flight!!!( well paid the deposits)

I have 4 weeks holidays, as yet have no idea if I will be staying any longer 
in the USA after Oshkosh, I hope to. I will do some planning over the next 
few months.

Thanks to Glenda's McElwee, I will be camping with them.

If all goes well I will see you there.

Thanks again Glenda.

Phil Matheson
SAAA Ch. 20  http://www.saaa20.org/
VH-PKR
Australia

EMAIL:   phillipmathe...@bigpond.com
KR Web Page: www.philskr2.50megs.com


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- Original Message -  


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