Re: KR> Melting lead

[n357cj via KRnet]

 I feel like I cheated... I borrowed a lead melting kit from one of my plumbing 
contractors. If i remember correctly it was a small cast iron laddle with a 
pour lip on top of a stand of some sort with a propane torch with a larger 
flame head underneath. It only took several minutes to get it melted and ready 
to pour. FYI- I built the molds out of wood for my counter weights but with the 
burning you are only going to get 2 uses out of the mold which should be enough 
as I only used 2 counter weights for the alirons and  pieces for the counter 
balance of the elevator.

Joe Horton,
N357CJ

17 8:21:12 AM
Subject: Re: KR> Melting lead

Paul Visk wrote:

 > How do you melt a 5 lbs chunk of lead on the stove?

I melted mine on a small standalone hot plate (so I could do it 
outside).  The pot was a thin one with a lid, and it did take a long 
time, but it worked.  This hot pad is a cheapo thing that's probably 50 
years old, with a simple coil of nichrome wire in a spiral shape down in 
a piece of ceramic plate.  I would think a gas stove should do the job...


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options
To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org

KR> Jeff Scott

[n357cj via KRnet]

Sorry guys, I lost Jeff's email, Jeff could you send it out to me please. i 
have more ADS-B info to talk about...
Joe Horton

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options
To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org

KR> X-mas/ Gathering

[n357cj]

Well Thanks Giving is over, now I can start on all I want for Christmas is 
100ll to make it to the gathering and back. How many days Rob??
Joe Horton,
N357CJ

KR> Mgl, dynon,Garmin

[n357cj]

Stef,
While I did not plan 15 years ago for the way my panel has developed I am still 
pretty dang happy with how I receive most of the information. I am currently in 
your position of trying to decide the best method to complete a panel with all 
the technology available on a new project. I currently fly with a D-10A with 
the Dynon auto pilot servos installed. I have an I-Fly 740 slaved to the D-10A 
that couples the flight plan to the auto pilot. The I-Fly740 is coupled to a 
Skyguard ADS-B in and out system. The engine instruments are on the stand alone 
EIS from Grand Rapids Tech. I have a few little problems with the unit but it 
is nearing 15 years old now. The unit does every function flawlessly. The only 
problems I have had is the buttons to control function have been degrading 
which they tell me they have fixed and can fix mine. The other is the amount of 
character spaces on the screen, for most things it is OK but I would like to 
have a screen that could display a bit more at one time. It is fully 
customizable for the information shown at any given time.
Joe horton,
N357CJ

- Original Message -

Hi kr friends
So now
I am again in a doubt for the latest MGL or Dynon system. If the money Bucket is
not empty I will direct plan a auto pilot system.
So what is your experiance with the Dynon or MGL. 
Europe nav database update cost? And more info is welkome.
Thanks Stef

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org

KR> wing tank building material

[n357cj]

Hi Ron,
I'm one of the folks in the other camp.I have the wing tanks made from 
vinyl-ester and never a lick of trouble. The header tank is made from 
safety-poxy if memory is correct. (Steve Glover may correct me) It was a 
purchased part from RR in 2000. I put 5 gal of sunoco ultra 93 containing 
ethonol (figured what could it hurt for a short duration) in late one Sunday 
evening while trying to get home from somewhere and missed the FBO closing by a 
few minutes. It mixed with several gallons of 100LL in the header tank and I 
burned down to about 4 gallons remaining to get home. I did notice that it did 
not mix well and stratified between fuels in the tank. It was in there about a 
week maybe less before I flew again and burned some more of it off and then 
filled up again. Another couple weeks came and went and the the throttle 
started sticking and a slight roughness. I thought it was cable adjustment so I 
went to check on it and found a tanish gummy coating on the interior of the 
carb. I took the carb off and discoverd a coating though out the intake 
mmanifold tubes with some actual runs like a paint run would look like inside. 
It took a few minutes for me to realize what was happening and I pulled the 
header tank and found that the lower half of the tank interior had erroded the 
Safety-poxy coating off and actually could see fiberglass hairs exposed. The 
line of errosion was very difinitive right at the level that fuel had sat for 
the less than week. I had to cut into the lid of the tank and sand and clean 
and recoat, patch the top back inn and a tremendous amount of cleaning to clean 
up the carb and intakes. I go to the extreme to make sure I do not ever have to 
put ethonol in this plane again. I have tried mogas without ethonol but my set 
up does not really like it.

- Original Message -


People on the KRNet make a fuss about using only vinyl-ester, but unless you 
are planning to run alcohol contaminated fuel, epoxy tanks really aren't an 
issue.  I built my tanks with Saf-T-Poxy 20 years ago, then sloshed them with 
and alcohol resistant sealer.  I have always run Mogas when I could, and for 
the last 4 years have been running mogas almost exclusively.  I have never had 
an issue with the tanks or any degredation of the slosh compound in 20 years 
and well over 1100 hrs of service.  

-Jeff Scott
Los Alamos, NM

-
From:?"Ronald Wright via KRnet" 
To:?KRnet 

Subject:?KR> wing tank building material
Is there any way to determine whether the wing tanks in an already skinned wing 
were built using vinylester instead of epoxy?

A KR builder has a set of wings with Diehl skins already built. Older wings 
apparently off of what was a flying airplane, but NO information about what was 
used to build the fiberglass tanks?

The wings are marked: 100LL ONLY. So, maybe they weren't built using 
vinylester??

I don't want to chance buying the wings without knowing what I'm getting!!

Thanks,

Ron


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org

KR> went to fly but only taxied

[n357cj]

Hey Guys,
?? This story is under the heading of ya never know I headed over to the 
airport Sunday morning to go take some air shots of my job site. Everything 
seemed so normal and nonchalant. Taxied to the run up and went through the 
procedure. Everything was fine in all facets of the instruments. Last thing is 
to turn the transponder from stand by to mode C. The microair has a low voltage 
indicator that only shows voltage when it is low. I noticed it was showing 
something like 8.8v. I revved the throttle a little to see if it climbed out of 
the red. It didn't. So I went to the screen on the EIS and it was showing 
something just north of 9v. A little bit baffling since I just started up and 
did a run up with no indication of low power. I revved here a few more times 
and it did not budge up or down. The voltage had always reacted instantly with 
the RPM changes. 
?? So it was a no go and I taxied back to the hanger. By the time I had gotten 
just about back instruments started going off line from low voltage and it even 
ran a bit rough. Voltage was showing about 7.6v at that point. 
?? I put her away and started brain storming a bit. No breakers popped, no 
smoke, no broken belt, no apparent connections problems. I decided to walk away 
and take some time to think it through. Just before I left I turned the master 
back on just to see if anything happened. The battery voltage showed 12.3 and 
all the instruments and lights were working. Now I'm confused more and starting 
to hate airplanes.
?? I went back last evening and took all the covers off the front end so no to 
miss a connection anywhere. I could not find the smoking gun. I turned 
everything on and had the 12.3v and left it all on for almost 10 min. and it 
never dropped below 12.0v. I decided to go out and start and see what happened 
running. It started up right away and was charging with everything close to 
normal but not quit. It usually would get to 14.1v at a high idle of about 1400 
RPM. Now it seemed to struggle to get to 13.6 at 220o RPM which is where I 
can't keep her from rolling any more. I had a spare brand new JD voltage 
regulator on the shelf so I decided to swap it out just as a check. and it only 
would take a few minutes to do. 
?? She started right up again and showed some improvement. although I was not 
quit happy just yet. It was getting 13.9 and would touch on 14v at the 2000 
RPM. I went over things again just to make sure I had not missed anything. It 
was getting cold and dark so I put her away for today. 
?? I decided to put her back together this morning and do a test flight late in 
the day. Which I did do this evening. I did the taxi a bit and went and did the 
run up. For what ever reason everything was exactly as it should be tonight. At 
1400 RPM it was just over 14v and by the time I approached 2000 RPM it was 
bouncing around 14.2 and 14.3v.
I took the flight for just under and hour and there was no sign of anything 
ever being amiss. In fact she was running great in the cooler temps.
?? So in hind sight the only thing that I can figure is the voltage regulator 
was going bad. IT may have been in a stage of failure that said maybe I'll work 
or maybe I won't but I warned ya while You were still on the ground. 
Fortunately I listened for a change. The regulator was used for about 12 years 
and sitting for a year before that. It has a solid 900 hours on it and probably 
a fair amount more with ground run time. I don't know what the life expectancy 
is for them and I really don't know if there is a way to bench test. But for 
now it seems to have been the problem or the start of a problem.
?? The one exciting thing for the evening was that she seemed to be running so 
well and the wind was non-existant, so I set the autopilot for straight and 
level a 3000' and slowly wound her up. At 3270 rpm i was able to get the 
fastest flat out speed that N357CJ has ever had. She was able to maintain 185 
to 186 mph true for over 5 minutes. I think she was just happy to see me.
All this is just food for though guys, hope it helps someone.
Joe Horton
?

KR> Full Diehl gear schematic

[n357cj]

Cody,
I have to scan it , I can do that in the next day or so and email a zip file to 
you of the full Diehl instalation instructions.
Joe Horton, 
N357CJ

- Original Message -
From: "KRnet" 
Subject: KR> Full Diehl gear schematic

Can anyone help me in my search of finding a blueprint showing the installation 
details of the Diehl gear on my kr2? I have tried Steve at nvaero multiple 
times but still no response by phone or by email. aNY help would be greatly 
appreciated. Thank you.
Cody CramerMiddleburg, FL

KR> 11 year aniversary

[n357cj]

Hello corvaircrafters and KR'ers,
Today was the 11th anniversary of the first flight of N357CJ with a 3100 
corvair. I got home a tad late to get a flight in to celebrate but I did get to 
fly for 1.5 hours last evening so I guess that was the anniversary flight. I 
thought that I would have broken the 1000 hour mark but the last couple years 
things have been getting in the way of life's biggest treasure for me (flying). 
The plane sits waiting in her hanger at 897 hours right now. I am getting a bit 
better building time as I have been getting out for a couple hours a week 
lately. That should get her over the mark with inn the next year easy. 
?? I really feel like I have to thank a couple people for supporting me ?over 
the years. William has always shown me support. He has always returned calls 
and we have talked for hours. I built my engine in his very early years of 
business and there by did not have the resources that may of you enjoy today. 
My confidence was built on his information and support and truthfully the old 
adage "a wing and a prayer". Thanks William for being a friend.
?? Mark Langford, is a friend and a mentor that defies description. He is over 
eager to help to a fault ... not just me but everyone. He seems like he is 
right next door not 800 miles away. He is always been there to bounce ideas off 
and has never failed to be rational and logical in a discussion. He has become 
a close friend in spite of the miles between us. Thank you Mark for everything.

?? So many more friends that have helped me continue my dreams. It is 
impossible to name them all. The memories that I hold dear have so much to do 
with flying. The places that I have visited. The views that I have enjoyed. It 
all seems like more than a guy deserves. You may wonder what brought this on? 
Well it was simply reflecting on the past 11 years of flying my KR. The 
thousands of pictures that I have saved. The people I have met. plus one somber 
thing -the truth of knowing that life is to short and it could all end too 
quickly. So thank you all my friends. My I be able to return every favor to 
each of you.

??One question too.. Does anyone know when coils should be replaced. I started 
thinking about that last night after seeing a bit more than 20 rpm difference 
in the run up.
Joe Horton,
N357CJ

KR> canopy

[n357cj]

Hey Dan,
I am using many of the details from N357CJ that have served well for 11 years 
now. In the case of the canopy it will have a joggle on all edges that will be 
flush with what ever surface the canopy is meeting upon closing. That is about 
3/8" of over lap. Then on which ever surface is most convenient I will install 
a commercial ?stick on bulb door seal from the building industry. Sometimes 
called a smoke seal. It is usually available in black or white and compresses 
down to about 1/16". Following the installation instructions and applying to a 
glossy painted surface I have had very little trouble with it becoming damaged 
or wearing out.
?? ?You didn't ask but I think that in the picture you can see the way that I 
am latching the canopy this time. I made a 1/4" rod that travels thru several 
guides in the canopy frame and will penetrate the roll over bow of the turtle 
deck as a positive latch and will prevent any sucking up and gaps at the top of 
the canopy in flight.
Joe Horton, 
N357CJ
11 years since first flight on Oct 19th and 900 hours


- Original Message -
From: "KRnet" 
Cc: "Daniel Heath" 
Sent: Monday, October 17, 2016 5:43:52 AM
Subject: Re: KR> canopy

Very nice Joe. ?I really like the forward opening canopies. ?How do you plan
to have it sealed up when closed?

My Panther Building Documentation at PantherBuilder Web Site

Daniel R. Heath -?Lexington, SC

-Original Message-

canopy mounted 

KR> canopy

[n357cj]

Hey Guys,
Life almost got in the way of getting the canopy mounted but I did get it done 
and it balanced out and fit up pretty dang good. So now That all the top deck 
stuff is all working I can start finishing everything from front to the back.
Joe Horton
N357CJ
-- next part --
A non-text attachment was scrubbed...
Name: canopy struts.jpg
Type: image/jpeg
Size: 94021 bytes
Desc: not available
URL: 
<http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20161016/a440d928/attachment.jpg>

KR> silience

[n357cj]

-Wow... They say silence is golden... or did everyone just unfriend me???
I expect to finish canopy hardware this weekend and then work all the finish 
work from front to rear for the top half of the fuselage.
Joe Horton

KR> Old KR2 getting ready to fly again

[n357cj]

Awesome Lee... Try to keep off the highways and byways or alleys
Joe H.

- Original Message -
From: "KRnet" 
To: "KRnet" 


Lee Van Dyke
___

KR> Dean,Mark,Eric,Joe KR2

[n357cj]

Larry, Great to see you as always. 
Yep it is all decided and much of the stuff implemented already. The fuselage 
was already the way I wanted. About 4" wider than 357cj. The turtle deck and 
canopy are about 3" taller it feels great to sit in... almost spacious. It is a 
trigear which was already well underway with a corvair. Likely will install the 
3100 from 357cj and build a 2700 (underway also) for 357cj. It will have the 
taller new airfoil with already built alum wing tanks in the outer wings. It 
now has a 7.5 gal header tank also. i was also able to make the panel space a 
bit larger. The forward deck, canopy and turtle deck will all be removable in 
only a couple minutes. Weight is always in the front of my mind and I have not 
justified the motor for belly board or the trim. I have light weight ones now 
and never a question if the mechanical ones operate either. I will probably 
install mostly glass in the panel with full engine monitoring abilities. I 
think Mark would sell me his MGL. The tail feathers are all from the airfoil 
templates and all a bit larger than stock. The horizontal I don't really 
believe needs to be bigger but the vertical will make stronger cross winds 
easier.
I think that sums it up pretty well.
Hope your drive home went well.
Joe

- Original Message -
From: "KRnet" 
Cc: "Larry" 
Sent: Sunday, September 25, 2016 12:24:30 PM
Subject: KR> Dean,Mark,Eric,Joe KR2

Hi Joe, good to see you again.
Thanks for the update on your trip home. Very glad you made it home safely. I 
was wondering what your plans are for the NEW AIRPLANE. Is it going to be a 
nose or tail dragger? What engine are you planning to install in it. After your 
experience with your current plane, what equipment or airframe differences do 
you plan to incorporate? Have you decided yet?
Thanks Joe

Larry H




___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org

KR> updated pictures

[n357cj]

A couple more shots of current build of Dr. Dean plane.
Joe Horton
-- next part --
A non-text attachment was scrubbed...
Name: newplane9242016 005.jpgd.jpg
Type: image/jpeg
Size: 103523 bytes
Desc: not available
URL: 

-- next part --
A non-text attachment was scrubbed...
Name: newplane9242016 004.jpgc.jpg
Type: image/jpeg
Size: 106016 bytes
Desc: not available
URL: 

KR> Dr. Dean plane update

[n357cj]

Morning Guys,

?? ?Last week Jonsey and Eric P. were after me about pictures of "our" plane. 
Hopefully I have downsized them properly. Just in case I will send 2 more in a 
separate email.
I had not done much work on it over the summer. Just too much going on, at 
least that was the excuse. After having to leave the Gathering early and 
getting home with nothing planned for 2 more days I discovered that it was 
really my head that wasn't into it. I took a fresh look at the problems that 
were holding me back and suddenly the path became clear. I went to work on the 
forward canopy hinges and mounted the header tank. The forward deck is now in 
place with the canopy and header tank all fitting together pretty nicely. I 
still have a few details to deal with but I know what I will do with them 
already. Just want to thank everyone that I talked with last week as it 
reinvigorated me as much as anyone else that was there. When I go to work on 
the plane it really goes very quickly compared to the process that I took on 
N357Cj. I literally spent 4 times as much time this week looking for tools and 
parts as I did actually building. Now to stick with it I should have the 
fuselage in primer by New Years.
?? Hey come to think of it I have the best both worlds going for me ... I can 
go fly N357CJ anytime I want and go to the shop and build any other time. I 
love them both.
I didn't rally tell anyone about the trip home last week from MVN. After I left 
I had to detour pretty far south into Kentucky and pick my way through weather 
for over an hour. The tail winds that were forecast never materialized but at 
least it wasn't much head wind either. I ended up breaking into the clear well 
south of Cincinnati and staying that way until I over flew a cloud deck a bit 
west of Hagerstown. The look ahead showed clear at UKT so I stayed above the 
clouds. I was now in a very tight time vs.fuel management flight. The lower I 
went (started at 11,500) the more headwind I picked up ... The more fuel flow 
it took to stay on the time schedule. I was trying to get home before dark. I 
finally decided to descend through the broken cloud deck just East of 
Harrisburg knowing that the ceiling had also raised to above 6000. The head 
wind steadily increased with lower altitude to over 30 mph. I made a straight 
inn approach with the runway lights on well after sunset. When i was 30 miles 
out I could see the ground well but by the time I landed it was pretty dang 
dark. I filled up the next day and found that I had about 3.5 gals remaining. 
So I was a bit under my personal min. but I could have done a go around or 
gotten to a bigger airport. Just a bit stressful. If I would have fueled up the 
day before I could have improved things by 30 to 40 minutes. Still all is well 
and all is safe. 
Thanks for the memories Guys,
Joe Horton,
Coopersburg Pa.
?
-- next part --
A non-text attachment was scrubbed...
Name: newplane9242016 003.jpgb.jpg
Type: image/jpeg
Size: 94370 bytes
Desc: not available
URL: 
<http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20160925/481fb71c/attachment-0002.jpg>
-- next part --
A non-text attachment was scrubbed...
Name: newplane9242016 002.jpga.jpg
Type: image/jpeg
Size: 101369 bytes
Desc: not available
URL: 
<http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20160925/481fb71c/attachment-0003.jpg>

KR> gathering

[n357cj]

Hey Guys,
I'm guessing from the post below that Rob was the loosing bidder and will be 
hosting the gathering next year. How about a report of events and banquet since 
I had to get outta there early Friday and it makes me home sick not knowing 
what all went on and missing everyone.
   If it is at KLXT I have my flight plan already and only have to plug in the 
date. It will be about 1012 miles for me. I guess I won't make that on one tank 
of fuel.
Joe Horton, N357CJ




Paul it was our pleasure, and educational. Thanks for your help from our
talks prior to the gathering and all through it. Can't wait for both of us
to fly to Lee Summit next year.
___

KR> gathering

[n357cj]

2... I say 2 more days... Yeeehaa...
N357CJ

KR> Attach Wood firewall to frame

[n357cj]

And to think, I have always been opposed to destructive testingbut for 
those that need the proof... Thank you
Joe Horton, N357CJ
See yall next week..

- Original Message -
From: "Mark Langford via KRnet" 

for what I mean by that.  I tore a gear leg off the plane and bent the
engine mount (with a 250 pound Corvair hanging off of it), and my 1/4"
"per plans" firewall is still firmly attached...

Mark Langford, Harvest, AL

KR> Attach Wood firewall to frame

[n357cj]

Guys ,
This seems all correct information to me and the one point that may be a missed 
concideration is that the firewall is not the final and ultimate structural 
component. The bolts that hold the engine mount to the firewall is where the 
concern for proper building is focused. The firewall plywood essentially 
becomes one big gusset holding the entire front structure in rack.
Joe Horton, N357CJ

- Original Message -
From: "Paul Visk via KRnet" 
me

That should have said "good clamp design". You do want even pressure over the 
entire firewall. With were the firewall is there is no obvious place to clamp 
it down. ?
I have seen pictures of builders shaving a little off the front of the frame 
with a router to get a perfect glue joint with the fire wall.

You always want to let the epoxy soak into both surfaces before lightly 
clamping down.?

And if you get squeeze out, you know your joint is not starved

KR> KR2S gross weight question

[n357cj]

Gary,
I have N357Cj placarded at 1250# but I also lowered the G rating to +4 g and I 
don't remember the negative number right now. but in any case I don't feel it 
is simply a gross weight decision.
Joe Horton


Subject: KR> KR2S gross weight question

I've been researching this for a little while but am not finding any real
info.  What are KR2S builders using as their gross weight?  I'm looking at
tri-gear and Corvair engine.

KR> Building a KR

[n357cj]

Jeff,
What happened to the time lapse video of you building your KR over the 10 years 
or so?? i loved that and it brought a tear to my eyes. I think that it would be 
appropriate to re-post it for the masses.
Thanks
Joe Horton

- Original Message -
From: "Jeff Scott via KRnet" 
To: "Mark Langford via KRnet" 
Cc: "jscott planes" 
Sent: Friday, July 15, 2016 11:09:54 AM
Subject: Re: KR> Great plains

So, the question is, who owns Great Plains now, and where are they located?

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> RUDDER SIZE

[n357cj]

Sure he does Paul. He flew in from Sweden with his son for rides in N357CJ. Fun 
day I won't ever forget...i also never said the landing and take-off were 
pretty... Length of runway was never a question but staying in the paved width 
was never in my control

And to stay on subject I should have said the rudder is adequate just not for 
me

Joe Horton

- Original Message -
From: "Paul Visk via KRnet" 


Kolbjern,?You don't know Joe. : )
Paul Visk?Belleville IL ?618 406 4705
Sent on the new Sprint Network from my Samsung Galaxy S?4

 Original message 
?
Subject: Re: KR> RUDDER SIZE 

28mph crosswind? Joe, I've flown jets that couldn't handle that!
Kolbjern Seth

?
___

KR> RUDDER SIZE

[n357cj]

Bill,
I had made a couple posts on this subject in the past year. I am currently 
building my second 2s and it does need more rudder. As someone already 
mentioned it could use it for slips as well as ground handling. But the 
defining moment for me was landing and taking off in pre-hurrican winds at X50 
in Florida a few years ago. I know that any stronger cross that 28 mph I will 
go off the runway. Not that I would normally do that but I have to have the 
safety factor built in. ?Check the archives as I had listed it in square feet 
as opposed to trying to give dimensions.
Joe Horton

- Original Message -
From: "ol' weirdo via KRnet"  RUDDER SIZE

Would appreciate any comments any of you would have concerning the size of
the KR2 rudder. Is it too small, is it larger than required, or is it just
right?
Thanks,
Bill Weir
___

KR> cleveland brakes

[n357cj]

Hey Guys,
I think I got to the bottom of the brake issue. The slide rods were just a 
little bit corroded and very light rust but it was plenty to keep them form 
operating correctly. I actually had to tap the sliders back out with a wrench. 
I cleaned the rods and the holes with steel wool and put on a light coat of 
grease and now they move freely. I also replaced the linings which were just 
about to the rivets. All in all they lasted 11 years. The cylinder puck pushed 
all the way back in putting the fluid back in the master cylinders with just 
the press of my thumb so I do not think that the fluid is an issue (yet) I have 
other stuff a part for inspection so I won't be able to test until maybe the 
weekend to see how it works.
?? ?All the talk about painting got me to brake out my touch up gun so that I 
am not completely embarrassed to be around other planes at OSH and The 
gathering.
Joe Horton

KR> Cleveland brake question

[n357cj]

Hey Guys,
I have had a developing issue with the right brake. It has continually been 
degrading in its effectiveness. There is plenty of pressure at the pedal but is 
not working well.
The left brake can just about spin me around if I hold it. The right brake I 
have to just about stand on to get a little right turn. There is no spongy or 
soft feeling and the fluids are full. I have not taken the wheel off yet to 
check the pads and i do have new pads that I can install. It just seems like it 
something else like maybe the caliper hanging up
Any suggestions before I tear into it. I am working on the annual so I am ready 
for OSH. But I would like to be able to stay on the runway this year
Joe Horton
Coopersburg, PA

KR> Oshkosh?

[n357cj]

No, I ordered about 2 weeks ago.
Joe

- Original Message -
From: "Larry Flesner via KRnet" 
To: krnet at list.krnet.org
Cc: "Larry Flesner" 
Sent: Saturday, June 25, 2016 11:44:56 AM
Subject: KR> Oshkosh?

Has anyone that ordered the Oshkosh Notam book received it yet?  I 
ordered mine a month or so back and nothing in the mail yet.

Larry Flesner


___

KR> VW Engines

[n357cj]

Just an pesky known issue ... I have the Harley-Davidson of the air. It marks 
it's spot where ever I park. I have decided that it is a defect in the block 
somewhere that the oil is leaking from. It has been doing it for years and I am 
just sick of it so i am replacing the block. it isn't a lot in the scheme of 
things, about a quart every 15 hours. But it sure makes a mess.
I am currently preping the new block and making sure i have every part ready. I 
also have Roy making a CNC part for me to clean up my installation a bit. I 
might do it between OSH and the Gathering. I am certain that I can take the 
engine off on a Friday after work and have it back on the plane by sunday 
afternoon... So no problem to make it to the Gathering.
Joe

- Original Message -
From: "Larry Flesner via KRnet" 
To: "KRnet" 
Cc: "Larry Flesner" 
Sent: Thursday, June 23, 2016 4:50:38 PM
Subject: Re: KR> VW Engines

>  I will probably take the engine apart in the next couple months 
> and if Dan wants to examine it I would return it to him to check out
>Joe Horton N357CJ -

+++

Not before the Gathering, I hope, unless you suspect problems.  Play 
safe

Larry Flesner


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> VW Engines

[n357cj]

This should really have read " without a 5th bearing".
I'm one of the guys that had a failure of the alum. cam gear at just over 250 
hours without the 5th bearing. Ironically there was no 5th bearing readily 
available at the time and my plane was scheduled to have the prototype 
installed after the trip that it failed on. I try to remind everyone at every 
chance I get that the crankshaft is not the only point of failure that has an 
impact from the use of a fifth bearing. The cam gear is a slow developing 
failure that oil analysis if likely the only way to detect. But trust me on 
this one when the cam gear fails the engine gets every bit as quite as when it 
is sleeping in the hanger.
?? I currently have about 650 hours on the prototype BTA. I will probably take 
the engine apart in the next couple months and if Dan wants to examine it I 
would return it to him to check out (although we have not talked about it yet)
So to anyone that will listen ... put the dang 5th bearing on the corvair. 
Roy's or Dan's doesn't matter to me.. just do it.
Joe Horton
N357CJ


- Original Message -
From: "Kayak Chris via KRnet" 
To: "KRnet" 
Cc: "Kayak Chris" 
Sent: Thursday, June 23, 2016 12:39:31 PM
Subject: Re: KR> VW Engines

how does a corvair engine get "run without a front bearing" and does
this mean front main crank bearing, or some other bearing outboard of
the case?

?Too bad the "soon to be officially mine" Corvair powered KR has taken to
>> circulating the better part of the cam gear teeth throughout the engine?
>
> That sounds like an engine that was run without a front bearing for some
> period of time.

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> smoke in plane

[n357cj]

Chris,
The whole story is back in the archives from probably March of 2013. The front 
seal of the BTA 5th bearing blew out (I am still flying the proto type for Dan) 
 and in about 3 min or less I exported all my oil. 
Joe Horton

- Original Message -
From: "Chris Prata via KRnet" 
To: "KRnet" 
Cc: "Chris Prata" 
Sent: Friday, May 13, 2016 1:24:09 PM
Subject: KR> smoke in plane

joe, just curious, what was the source of your smoke?

> Date: Fri, 13 May 2016 12:48:59 -0400

Sealing the firewall is the first defense just like smoke alarms are in the 
buildings you enter everyday (not sprinklers like your led to believe). I had a 
incident of smoke in the cabin and the situation becomes dire in about 5 
seconds. I was able to open the canopy (and yet another argument for foreword 
tilting canopy), Vision and breathing restored I was then able to asses the 
situation. And make the decisions needed. (in my case it was making an airport 
and salvaging me and the plane).
> Just food for thought,
> Joe Horton,
> N357CJ

KR> fire wall edge

[n357cj]

Someone recently asked about the treatment of the firewall edge. This is not my 
idea ... Pretty sure it came from one of the Tony Benglis books (should be in 
everyone's library)
?? I did a light tack of spray glue to attach the fiberfax and again a light 
tack to attach the stainless to the fiberfax. The fiberfax was trimmed to the 
exact edge of the plywood firewall and the stainless was about 3/8" bigger on 
the 2 vertical sides and bottom. The top portion from the top shelf up and 
around to the top shelf on the opposite side was about 5/8" bigger. The bottom 
and side edges were folded over to cover the edge of the firewall and the paint 
finish of the matting surfaces was matched to the stainless edge with the lower 
cowl edges covering the junction. ?The top radius I drilled a very small hole 
in the stainless right at the edge of the firewall plywood about every inch or 
so. Then at every drilled hole a small cut was made in the stainless from the 
edge into the drilled hole. This left a number of one inch long tabs that now 
were folded over one at a time with 2 bends that made them wrap the top edge of 
the firewall. I then drove a very ...very small st. stl. brad into the top edge 
of each tab to ensure that I did not bend them up or damage them. The foreword 
deck was fit tight to the firewall and overlapped proud of the fire wall and 
the joggle of the top cowl over laps in the opposite direction. This is a 
perfectly water tight seal from the outside elements and can and should be a 
smoke tight seal. Which reminds me was on my squawk list to reseal a spot or 2 
on mine. This is a pretty labor intensive step but yields great results
?? Just to throw fuel on the fire (pun intended). I read some of the fire posts 
with interest. I am a firm believer that worrying about fire in the plane or 
any of the buildings that you enter on a daily basis is very misguided. It is 
the smoke that you will scum to long before the flames are licking at you. 
Sealing the firewall is the first defense just like smoke alarms are in the 
buildings you enter everyday (not sprinklers like your led to believe). I had a 
incident of smoke in the cabin and the situation becomes dire in about 5 
seconds. I was able to open the canopy (and yet another argument for foreword 
tilting canopy), Vision and breathing restored I was then able to asses the 
situation. And make the decisions needed. (in my case it was making an airport 
and salvaging me and the plane).
Just food for thought,
Joe Horton,
N357CJ

KR> parachutes

[n357cj]

Hey Guys,
It just so happens that while going through paper work that I have acquired 
over the past 20 years now I discovered a design for the KR2 ballistic chute 
?installation. I will send it to Mark L to post where he thinks it fits in his 
glossary of KR stuff.
??Jeff ... on a personnel note I am very sorry for all your losses. Those are 
though things to grasp and understand to those left standing.
Joe Horton

- Original Message -
From: "Jeff Scott via KRnet" 
To: krnet at list.krnet.org
Cc: "Jeff Scott" 
Sent: Wednesday, May 11, 2016 9:33:18 AM
Subject: Re: KR> parachutes

If one is giving serious thought to always flying with a parachute, I would 
recommend giving serious consideration to engineering in a BRS system from the 
beginning. In a KR, I would think that would mean extending the engine mount 
and cowl in order to accommodate the additional weight of the BRS system under 
the turtle deck.
?
Look at the number of "saves" claimed by Cirrus.? A big part of buying a Cirrus 
Aircraft is doing the Cirrus Pilot Training, which is quite heavy on training 
for "when to pull the handle", 'cause "If you haven't planned for it, and 
haven't trained for it, you won't do it."?
?
In the last 8 years, I have had 8 friends perish in aircraft crashes.? That is 
a pretty significant number.? Of those, had the pilot been wearing a chute, one 
of them likely would have been able to exit the aircraft and would have 
survived.? Had their aircraft all been equipped with a BRS system and the pilot 
willing to use it, it is likely that as many as 5 of my friends would still be 
alive.? Three of them simply put themselves in such a bad position that they 
had no chance.
?
When thinking about airbags, the Cirrus has multiple bags and inflators on the 
shoulder harnesses to protect the chest, neck and head area of the 
pilot/passenger.? I've never heard any studies of the impact results, but it is 
an interesting concept and is something now available for Experimental 
Aircraft.? Of course the downside is that these things are not inexpensive and 
require periodic replacement.
?
-Jeff Scott
Los Alamos, NM
?
?

Sent:?Tuesday, May 10, 2016 at 8:22 PM
From:?"Mark Langford via KRnet" 
To:?KRnet 
Cc:?"Mark Langford" 
Subject:?KR> parachutes
Regarding parachutes, it's worth mentioning that there's never been an
inflight structural failure of a KR (the all-composite one at high speed
at the Gathering doesn't count, in my mind), although there is a
question of elevator bellcrank failure in one plane, but it's possible
it was crash induced. There may be others, but no spar or fuselage
failure that I know of.

So given that record and the many thousands of KR hours logged, what are
the chances that you're going to have to go down somewhere so
inhospitable that you can do some semblance of a landing somewhere?
Even if it's in the tree tops, you'll likely survive it. 

And yes, I do know that the second engine is just there to get you to
the scene of the crash...

--
Mark Langford
M

KR> Removable Rear Deck

[n357cj]

Chris
The whole deck is the way to go. Antenna mounts, AHRS, transponder, ELT, ADS-B, 
remote temp, .plus a whole lot of dirt ends up back there. Many things that 
you think that you will never want will all need a home whether it is under the 
hood or the turtle deck it sure is easier to install and maintain after the 
fact when you can get to it.
Joe Horton

- Original Message -
From: "Chris Prata via KRnet" 
To: "KRnet" 
Cc: "Chris Prata" 
Sent: Friday, May 6, 2016 1:51:06 PM
Subject: Re: KR> Removable Rear Deck

the whole rear deck, or just an access panel?
and to check what? (I assume control cables to rudder, elevator and related 
mechanics)

> You will really wish you did have it as well as removal rear deck when it 
> comes time for annual. 
> PHIL Matheson 

?  ?  ?
___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> flying trip

[n357cj]

Good Morning Guys,
I had a great trip from KUKT to KJYM this weekend to visit Brother Roy of the 
Szarafinski clan. I left for MI. about 12:30pm and arrived at about 4:15 pm 
fighting a pretty good head wind all the way of 20 to 25 mph. flew most of the 
way between 6500 and 8500 but climbed to 10500 to cross Lake Erie. The trip 
home was much more to my liking yesterday afternoon. With tail winds of about 
20 mph I climbed out of KJYM to 11500 over the lake and continued at that 
altitude until decent about 85 miles out of home. The flight was 490 miles each 
way and I burned 17.5 gals out and about 12 gals back. True airspeed was kept 
right at 165 mph and ground speed was roughly 135 out and 190 back. If my math 
is close it works out to right around 35 miles to the gallon for the trip. I 
fattened the log book by a little over 6 hours.
?? I had a good time with Roy and certainly had my horizons broadened. Roy is 
doing some interesting work that shows some great promise for the future. He 
also introduced me to one of his local friends that is into drag racing and the 
like. It is truly incredible what can be found in someones local shop or in 
this case on what looks like just the average little farmette. This guy has  
the skunk works of the street rod world hidden in his shop with a real world 
mixture of creativity, art and science being built into several old cars. Great 
fun and education.
Joe Horton

KR> Odd wing tips...

[n357cj]

Steve,
Do you have any pictures of  the wing tips that might be available?
Thanks,
Joe Horton

- Original Message -
From: "Steve G. via KRnet" 
To: "KRnet" 

Subject: Re: KR> Odd wing tips...

If you want them correct without much work we do have the Rand wing tip molds. 
What a concept huh? Prefabbed components 

Steve Glover

Sent from my electronic leash. 

KR> gap seal

[n357cj]

Owen,
I would think that the mylar might be to flexible. I used (as did a couple 
others) some cheap vertical blind materials from Lowes. I think they were 6 to 
a pack for about $8. I cut them down in width, making sure that they could not 
get caught up in the gap. I preserved the factory edge and put that against the 
aileron as it has a bit of a raised edge that is to keep them straight. That 
little edge then is the only contact with the aileron surface. I never flew 
with out them so I have no comment on the need, but it does look better.
Joe Horton

- Original Message -
From: "svd via KRnet" 
To: krnet at list.krnet.org
Cc: "svd" 
Sent: Thursday, April 7, 2016 2:02:16 PM
Subject: KR> Tail Wheel Spring

Hi Guys,

Thanks for the input on the aileron gap seals.

Many of the gap seals on KR?s I?ve seen on the web we made of a 10mil mylar. A 
few mentioned that they get sucked into the gap making control difficult, and 
most with the RAF 48 airfoil don?t see improved performance. ?Could it be that 
a overly flexible gap seal, sucked into the gap, would also stick up beyond the 
gap creating a mini spoiler - negating any drag reduction of gap sealing?

Anyways, my question today is about tail wheel springs. ?

If I?m lucky my plane will look a bit like Pete Brautigam?s, and he has a very 
nice looking tail wheel spring set up. Most of the KR?s I see pictures of do 
not have tail wheel connect springs, which seems quite unusual. ? Clearly it 
must be ok. ?Is it? 

Cheers,
Owen Hughes
___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> LSA Operation

[n357cj]

Sid,
What prompted the ramp check This is the only thing that scares me about 
flying...
Joe Horton

- Original Message -
From: "Sid Wood via KRnet" 

>My hangar partner has a Pulsar XP with a 80 hp Rotex engine. 
> After operating for four years without a medical, he has 
>had one ramp check without any further problem.
>Your results may vary.

Sid Wood

KR> Fwd: Tail Addition and fuselage lengths

[n357cj]

Hey guys,
just poking around again to see if I can get any more fuselage dimensions as 
requested in the post below. I only have about 12 right now and that does not 
get a very good data base going. It is a bit warmer now in most parts so take a 
tape measure with you to the hanger and do the best you can even it is just to 
the closest inch.
Thanks,
Joe Horton

- Forwarded Message 
Subject: Re: KR>  fuselage lengths

Morning Folks, 
?? I would like some more dimensions for the length of existing KR2 and KR2S 
fuselages, (foreword face of main spar to back side of firewall and foreword 
face of main spar to the intersection point of the tail post to fuselage 
bottom) I have about 10 so far but I would like to get 3 or 4 times that many 
to have a decent data base. ( I would like to hear from more of the overseas 
guys... 
??

KR> turtle deck 4 sale

[n357cj]

Sorry, i did not have the sizes correct to send both photos together
Joe Horton,
n357cj at ptd.net
-- next part --
A non-text attachment was scrubbed...
Name: parts for sale 004.jpgresized.jpg
Type: image/jpeg
Size: 146947 bytes
Desc: not available
URL: 
<http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20160304/15c44732/attachment.jpg>

KR> instruments and KR parts for sale

[n357cj]

Hey Guys,
I have been trying to get my act together to clean out some of my extras 
but I just don't seem to get organized. The first picture is a KR2s factory 
made turtle deck with some cutting done and some minor damage. I would have 
used it but it seemed to be to much work to modify to fit the current project 
(a make offer plus shipping kind of deal)
The second is a number of instruments that I have collected and will not be 
using. I do not even have a list made up of what you see or any idea of prices. 
for the most part they do not include any sensors. Many are new in box items 
like the AK-350. A couple of the other gauges are yellow tagged. If you see 
something that your interested in send me a PRIVATE email at: n357cj at ptd.net
 I also have a XM weather box and wiring along with a Anywhere map Septa 
that I can update to current charts (will sell seperate or together) and I have 
an old Lowerence 1000 that I used for the auto pilot up to last August. It is 
not updateable but it does work great and never misses a beat. I was really 
disappointed when they withdrew from aviation markets. XM still does have a few 
very desirable functions that you do not get from ADS-b and might be great for 
someone that travels  a lot.
Please be patient as It may take a couple days for me to respond due to 
current work load.
Thanks,
Joe Horton,
Coopersburg, Pa
-- next part --
A non-text attachment was scrubbed...
Name: parts for sale 005.jpg resized.jpg
Type: image/jpeg
Size: 180605 bytes
Desc: not available
URL: 
<http://list.krnet.org/mailman/private/krnet_list.krnet.org/attachments/20160304/dc010f5b/attachment.jpg>

KR> fuel tank glassing

[n357cj]

Thanks Steve,
I don't know how many of the tanks like mine were produced or delivered but 
they will not stand up to the alcohol content of todays auto fuel. Glad to hear 
you have made the change from the Saf-t-poxy. .The tanks with the saf-T-poxy do 
not have any issue with fuels other wise, I just am of the belief that a fuel 
tank should be safe for everything.
   Caution political content: I recently heard a interview in the Iowa voting 
that the guy was going to vote for whom ever supported more ethanol content in 
fuel
Joe Horton

- Original Message -
From: "Steve G. via KRnet" 


Joe,

We primarily only use vinyl-ester now on the tanks we provide unless
requested otherwise.  We have also used Jeffco Epoxy (now Rhino) with good
results. We have had a test sample sitting in Fuel with alcohol for several
years at Richard Shirley's with no deterioration. All my personal tanks have
been built using the Jeffco. They also have a coating that can be painted on
or sloshed during construction and is impervious to the alcohol. Lancair
recommends using it during the construction of their tanks. 

Steve Glover




___

KR> fuel tank glassing

[n357cj]

Rob,
Is the only reason that you would not use the Vinyl ester because of the fumes? 
I have tanks in 357cj made of both vinyl ester and saf-t-poxy (I think I 
recall) The wing tanks are the vinyl ester and never been a problem with any 
and all types of fuel. But the header tank that I got from Rand Robinson was 
made with saf-t-poxy that is supposed to be for fuel. The first time I had to 
use auto fuel with ethanol it eroded the epoxy of the interior of the tank to 
the point that there was a coating through the entire intake system. I only 
discovered it before an accident because the aerocarb slide was sticking. I had 
to cut open the header tank and re-coat the entire interior. (you could 
actually see where the fuel level had been while the ethanol fuel was in the 
tank) The intake system was dismantled and cleaned. The combustion chambers 
appeared to be OK as it probably burned the resin up. The fuel was only in the 
tank for about 5 days before being used up and replenished with av-gas. The 
fuel that did the damage was 5 gal of Sunoco 93 oct. which was the only thing 
that i could get at the end of the day on a Sunday on the way home from the 
Tennessee gathering.
?? ?I do not know if the west system would hold up to fuels although it has not 
harmed the skins of 357cj in any way that I am aware of.
The header tank I am making now is being made from a solid block of foam shaped 
to the configuration that fits under the foreword deck. That is why I am not 
using the 1/4" last-o-foam as the shape is not conducive to flat sides. The  
flat sided type of construction is what I did use on the wing tanks of 357CJ. 
14 years ago.
Joe Horton

- Original Message -
From: "Robert7721" 
To: krnet at list.krnet.org
Cc: n357cj at ptd.net
Sent: Sunday, February 21, 2016 4:35:23 PM
Subject: Re: KR> fuel tank glassing

Joe,


That is pretty close to what I did, see my details at web site;


http://www.robert7721.com/fuel_tank.html


1/4" Lastofoam. Two layers on the inside, one on the outside. I did not do the 
deck cloth on the inside, but I did squeegee in a batch of resin into the weeve 
after the two inside layers were dry. It seemed to work fine. Only issue I had 
was the bottom not sealing quite right. I did have to pour some epoxy into it 
later to seal the edges/corners. ?


I would not use vinyl ester again. I'm sure the West System would do just fine. 
You never want to put fuel with ethanol in it, regardless of construction.


Thanks,


Rob Schmitt
Kansas City









-Original Message-
From: n357cj via KRnet 
To: KRnet 
Cc: n357cj 
Sent: Sun, Feb 21, 2016 12:34 pm
Subject: KR> fuel tank glassing

Hey guys,
Getting ready to glass the header tank that I am building from scratch. Since I 
bought the one that is in N357CJ I really did not think about how many layers 
of glass there might be in the construction. Right now I have 2 full layers of 
the 5 oz glass cut and one layer of the deck cloth on the interior of the 
layers. I am making it in a top and bottom half so I could always add layers 
inside or out before I close it up but I would like to be close in the first 
lay up. What are the opinions of the total layers of glass needed? BTW- now 
foam core just planning on glass/resin only.
Thanks,
Joe Horton

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> fuel tank glassing

[n357cj]

Hey guys,
Getting ready to glass the header tank that I am building from scratch. Since I 
bought the one that is in N357CJ I really did not think about how many layers 
of glass there might be in the construction. Right now I have 2 full layers of 
the 5 oz glass cut and one layer of the deck cloth on the interior of the 
layers. I am making it in a top and bottom half so I could always add layers 
inside or out before I close it up but I would like to be close in the first 
lay up. What are the opinions of the total layers of glass needed? BTW- now 
foam core just planning on glass/resin only.
Thanks,
Joe Horton

KR> Tail Addition and fuselage lengths

[n357cj]

Morning Folks, 
?? I would like some more dimensions for the length of existing KR2 and KR2S 
fuselages, (foreword face of main spar to back side of firewall and foreword 
face of main spar to the intersection point of the tail post to fuselage 
bottom) I have about 10 so far but I would like to get 3 or 4 times that many 
to have a decent data base. ( I would like to hear from more of the overseas 
guys... I'm pretty sure I can figure out how to covert to/from meters)
?? The conversation below brings out the same dimensional issue as I am trying 
to document with the fuselage  when adding what is the total dimension. I 
don't have plans in front of me but are we talking about 5 feet wide, 6 feet, 
or even 7 feet I had mentioned it a few weeks ago with the vertical stab... 
when adding height what is ?that from and to. I mentioned at that time for the 
vertical it might be better to talk in sq. feet.
?? Please send any data to n357cj at ptd.net 
?I would like to get this out posted with inn a month allowing to get as much 
feed back as I can.
Thanks,
Joe Horton
- Original Message -
From: "Mark Langford via KRnet" 


Joe Nunley wrote:

>> How much carbon fiber is enough? I built a 6 inch extension to my
tail surface the way that Mark describe below. When I attach the new 
addition to the airplane I will t88 glue it to the tail and cover in 
carbon fiber. I want o overlap the old and new with carbon fiber. How 
far do I want to overlap? <<

I would have built the extension in place, as a piece of foam glued to 
the end, shaped using the existing airfoil, and then carbon-fibered in 
place, overlapping the existing stabilizer (after sanding to expose raw 
fiberglass) by something like 3"-4". ?T-88 isn't the first epoxy I'd 
have thought of for that job (the way I describe above), but given that 
it's already built, T-88 should work fine, as its thickness would help 
ensure all surfaces are in good contact. ?Rough it all up to ensure lots 
of "tooth", of course.

Mark Langford


___

KR> fuselage length

[n357cj]

Hey guys,
After thinking a little bit more I see that this can still be real confusing to 
anyone reading any of this in the future. Here is what I propose
Anyone that can (flying plane or not) take a measurement from the front side of 
the main spar to the back side of the fire wall plywood and take a second 
measurement from the front side of the main spar to the point that the tape 
measure touches at the tail-post intersection at the rear floor position of the 
fuselage. Basically a center-line of the plane profile. This will give a full 
length as well as a break down foreword and aft of the main spar for multiple 
planes. It is also a location that should be accessible for almost every KR 
built.
 I guess it would help if with the dimensions I could know if it is a KR2, KR2 
modified, KR2S, KR2S modified
?E-mail them to me privately at n357cj at ptd.net and I will make a chart up 
showing all the dimensions relative to each other and assign them to a N number 
for future references. Pretty sure Mark L. would link it to KR net for us.
?? ?The end result of this exercise I would hope to have real factual 
dimensions instead of the subjective add this to that or the other and it flies 
great. I also am still believing that we are all pretty close together with 
only a few out-layers in the statistics.
  I'll do both of mine tonight
Thanks for the help.
Joe Horton

PS. Chris Gardener I had no idea that yours was built longer, I've always loved 
your plane

KR> for sale Friday

[n357cj]

Hey Folks,
I am trying to clean up a bit. I have a 2S manufactured turtle deck (a little 
damage and a little cutting) $100 pick up (will check shipping if someone 
wants), matco tail wheel new $75 + shipping, A new EIS system from a boat 
manufacture that I won't be using but would work $100 + shipping. I do have 
several corvair cores also yet.
Joe Horton, Coopersburg, PA
n357cj at pdt.net

KR> Preparing for KR2S build - again

[n357cj]

Hi Gary,
I can only answer for myself but mine was being built to the KR2S plans and it 
was only by a mistake when installing the tail post that I ended up with about 
1 1/2" extra in the last bay. I would not add more to the fuselage on the 
foreword side of the main spar for W reasons as I think that at least three 
of us have that corvair tucked as far back against the firewall as we can get 
it. In addition to the W issues consider that every inch you add in either 
direction to a KR2S model is likely worth an additional pound per inch of 
length for no appreciable performance gain. The plane flies great at the 2S 
dimensions.
?? ?There are certainly other factors that drive this discussion. Are you 
planning on balancing the elevator? Couple pounds there. elevator trim motor. 
some more weight. tail light, bigger surfaces. All these things are likely to 
get done, you just don't know it yet and then add another bay to the back??? 
more weight more moment arm it just never ends... pretty soon you have a 
better boat than plane. Just trying to make it rational for you not emotional 
decision. I am pretty certain that Jones is really pretty stock over all size, 
Langford's I think is the about the same, Rob Schmidit's I think is stock 2S. I 
think in the final analysis that Jeff Scott's and Larry,s are also very close 
to the stock. maybe 6" over all longer. Jeff Lange is flying a 2S that he 
acquired that I think is also pretty stock. Never heard nothing but great 
reports on handling for pitch and roll.
?? ? ? I am going out on the proverbial limb here but I think that the W 
raises it ugliness closer to full gross. This is hearsay but I understand that 
Larry is less comfortable with his at full gross, Mark has told me a story 
about being light in the nose. I have turned around on taxi once that I felt 
wrong at full gross and taken the passenger back to the ramp. I only make 
mention of these to say that I don't know what would happen for sure adding 
additional length to the rear beyond the 2S. (waiting to hear Roberts answer to 
his over all length) 
?? ? ? ?I would be willing to bet that the plane built with an additional inch 
or 2 foreword and an extra bay to the rear could or would fly just fine. It 
certainly would look larger on the ramp. It will weigh more. I am having a lot 
of trouble rationalizing the pain for the perceived gain. ?
Well so much for being politically correct. So if I hurt anyone just ask 
yourself if he should be drinking with that pain medication.
Joe Horton, 
Coopersburg, Pa


- Original Message -
From: "Gary Wold via KRnet" 
To: "KRnet" 
Cc: "Gary Wold" 
Sent: Friday, February 12, 2016 10:19:52 AM
Subject: Re: KR> Preparing for KR2S build - again

Thanks for all of the input to my question regarding KR2S modifications. ?I am, 
however, a little confused (doesn't take much) about adding length to the KR2S 
plans fuselage and could use help with some clarity.

?

Joe Horton said: ? ?I am flying my first KR2S and it is longer than a KR2 and 
mine is 1 1/2" longer than the KR2S plans?

?

Larry Flesner said: ? "Starting over I'd go with the standard KR2S length..., 
and the two inches forward of the spar"

?

Robert Pesak said: ?"I added 3 inches forward of my main spar and 14 inches aft 
of the main spar, and it flies just fine with a 0200 continental."

?

Wayne DeLisle said: ?" the KR2S already has an extra 2" added in the cowl area. 
No need to add more."

?

Mark Jones said: ?" is exactly the way my KR2S is built. Two inches forward 
of spar."

?

>From Mark Langford's KR2S fuselage website: ??What would I do differently 
>given the opportunity? I'd probably use all of the 14 feet of longeron 
>material that Wicks Aircraft sent me, by adding 2.75" to each of the seven 
>bays AFT of the aft spars, yielding a plane 19.25" longer. Another option is 
>to add another bay back there, with the same dimensions as the others.?

?

?

I realize this is not an exact science but from the 'average' of this 
experienced input, it sounds like the better way to go would be to add another 
2? forward of the main spar and leave the aft portion per the KR2S plans. 
?This, with using a Corvair engine, tricycle gear, and the ?stock? horiz stab 
length (with new airfoil) would work out okay. ?Am I missing something?

?

Thanks ? 

?

?

?

Gary Wold

EAA Lifetime member

Eagle Scout 

?

"When once you have tasted flight, you will forever walk the earth with your 
eyes turned skywards, for there you have been, and there you will always long 
to return." ? - Leonardo da Vinci

?

?

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> Preparing for KR2S build - again

[n357cj]

Hey Gary,
This going to be advise from someone that can say I am doing it this way on 
their second build which I am in the middle of. In addition to the things 
mentioned below or to clarify. I will make my comments as per the list you have 
provided below.
Number one and number two I have completed
Number three - this term has been used in a number of different ways that has 
always bothered me as for its clarity. I am flying my first KR2S and it is 
longer than a KR2 and mine is 1 1/2" longer than the KR2S plans. It flys and 
weight and balance is great even with burning 12 gals out of a header tank. So 
are they telling you another bay longer than a KR2 or KR2S. There are weight 
and balance implications to getting the weight too far back also. I think that 
Larry F has an extra bay above the 2s but I also think he may have added 
forward of the main spar also
I am one of the people that think the KR2S elevator and and horizontal stab are 
more than adequate and perform well on my plane, havin said that the new one 
has them wider for both and with the airfoil as opposed to the stock slab 
design. The angle of incidence and the relationship to the wing incidence is of 
far greater importance here.
Number ?four.. increase the vertical height is yes good but I feel it would be 
more accurate to say how much should the area of the surfaces be increased. I 
think and will have to double check but but I think that i increased the 
vertical stab and rudder by 20% over the 2s design. I absolutely need more 
control for some of the crosswind landings and takeoff's I have gotten away 
with.
Number five - use the larger airfoil- I am
Number six and seven ... yes .. I am
Number eight.. I find that i can not give up the safety factor of having a 
header tank that can gravity feed my engine. The argument of fuel in your lap 
is emotional at best, I do not remember any instance of accidents that the 
header fuel tank was a factor (i will likely get corrected here) I currently 
have built and plan to use wing tanks in the outer wings at 10 gal each and am 
building the header tank that will be the reserve (always) of about 7 to 8 
gals. I do not have the fuel pump and line configuration completely figured out 
yet but am very close.
?? ?Suggestions Keep it light... light LIGHT! clean off the extra glue 
-clean up epoxy runs- make sure foam is sanded correctly because everything 
after the glass is just weight in the form of filler- resist adding additional 
layers of cloth except the deck cloth which goes a very long ways towards the 
ultimate finish. There does not need to be beefing up of areas it is already 
stronger than I have been able to break. I am not installing motors for belly 
board or trim opting to save that addition of weight for auto pilot servos 
(which I have installed currently and will not go without again either). I am 
on the fence about instruments at this point about how much glass is to much 
but there is certainly a weight savings to be had right in the panel of first 
guess is the upper side of 5 lbs.

Your results will certainly be different, but hope it helps some.
Joe Horton, 
N357CJ (860hrs) in the hanger and unidentified 2S in the shop




- Original Message -
From: "Gary Wold via KRnet" 
To: krnet at list.krnet.org
Cc: "Gary Wold" 
Sent: Wednesday, February 10, 2016 12:10:35 PM
Subject: KR> Preparing for KR2S build - again

I feel like I am almost starting over with the KR2S. ?With the end of my
caregiving responsibilities, I now have some time to get into the build. ?

?

Just started going back through the information on the KR website and the
plans to reacquaint myself with the wealth of information. ?While I am doing
this, I want to send for an updated quote for the spruce and plywood with
the idea of getting it ordered by the end of the month. ?I could, however,
use some help with the recommended/suggested modifications before ordering
material. ?Following is what I am currently planning: 

- ? ? ? Add 4" to fuselage width 

- ? ? ? Move widest point to the shoulder area

- ? ? ? Lengthen the fuselage adding an additional bay per Mark's suggestion

- ? ? ? Use the stock horizontal stab (per comments at OSH2015 forum)

- ? ? ? Increase the vertical stab height - 4" maybe

- ? ? ? Use the newer airfoil - wing and stab

- ? ? ? Front hinge canopy

- ? ? ? Belly board 

- ? ? ? Wing tanks (only)

?

Anything else you would suggest?

?

Itching to get started.

?

Thanks

?

?

?

Gary Wold

EAA Lifetime member

Eagle Scout 

?

"When once you have tasted flight, you will forever walk the earth with your
eyes turned skywards, for there you have been, and there you will always
long to return." ? - Leonardo da Vinci

?

___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
ple

KR> Saturday flight

[n357cj]

Goosh Robert, I have found it no trouble the couple times i have gone there. 
Jeeze, it's right there between the cotton field and the pasture, just past the 
tree line. How could you miss it???
Joe Horton

- Original Message -
From: "Robert Pesak via KRnet" 

Mark, I think you should paint a big ?KR logo in the middle of your run away


Sent via the Samsung GALAXY S? 5, an AT 4G LTE smartphone

 Original message 
From: Mark Langford via KRnet  

Robert Pesak wrote:

 > Nice flight to Huntsville executive airport where Mark picked me up 
and drove to a great lunch at a local buffet.Thanks Mark.

What Robert forgot to mention is that he flew over Hazel Green Airport 
(M38) and wasn't convinced it was even big enough to be an airport, 
opting for KMDQ instead!?

KR> KR2 for sale

[n357cj]

Jim - I found one post from Josh back in Mid October listing his tail dagger 2s 
for 14000 dollars - 200 hours on it. It is on the Rand Robinson Kr Aircraft 
home page ( not affiliated with the actual Rand Robinson Co. to the best of my 
knowledge.
Joe Horton

Jim Sellars wrote:

> Can you help me with accessing the postings on the KRnet? Rand
> Robinson facebook page?

Postings for airplanes for sale are simply emails to the list. ?People 
ask, and others volunteer their planes for sale. ?Old KR2 projects are 
out there and relatively cheap, but even with flying KR2s, quality is 
often an issue. ?A flying KR2S is rare indeed. ?As was mentioned, Josh 
Choitz has one, and I'm sure it's a nice one, but the link that 
KRnet.org points to has disappeared ("frozen", it says).

I don't think Rand Robinson has a Facebook page (they barely had a web 
page), but I believe it was mentioned that Josh Choitz was advertising 
his KR2S on HIS Facebook page. ?

KR> Random thoughts about techknowlegy in an airplane

[n357cj]

Hi Guys,
?? ?After spending the first 7 years of flying N357CJ 3 to 5 times a week the 
past 3 years for a number of reasons has reduced my activity to sometimes once 
a month. Having a recent stint of being on the ground for about 5 weeks I took 
an afternoon to get some photos of our companies construction sites. While I 
was very comfortable flying, and operating the plane was very natural keeping 
up with, let alone being ahead of the curve while observing or using the items 
available to me in my cockpit was eye opening and even staggering. I have some 
relatively new items that I am not as familiar with as I thought I was. I 
installed a Ifly 740 along with the SkyGuard ADS-B in and out last summer. I 
have had the Dynon D10A and the Grand rapids EIS for years. I also have the 
auto pilot servos installed and they operate perfectly. I also have most of the 
normal steam gauges. This just gives some idea of the information (overload) 
that is available to me. 
?? This is all fine and manageable when flying regular and using everything. 
Time seems to be my enemy now at my age. SO here some of the ways things can 
get away from ya. I recently did some repair work in that I replaced a number 
of sensors to the EIS and also added the arduino data logger to the panel for 
downloads to the computer. BTW this is not a horror story just food for 
thought. So, Run up and take off are uneventfull and I spent more time that I 
should have watching the EIS. I was not processing the information very quickly 
while still trying to evaluate the operation of new sensors. I leveled at 
altitude and turned on course to the first photo site. I just happened to 
glance at the moving map and noticed the mode C ring on the map. It was there 
that mistake #1 was discovered I still had the transponder set to standby. I 
got that on as I crossed the ring on the map. ?Now in the back of my head the 
notion creeps in of what else didn't I do As I am flying along and there 
are other aircraft in the pattern and ?out there I see that there are no 
displays on the ADS-B screen. Now the distraction starts to find out why. The 
indicator light says it has power and is operating so I start messing with the 
screen. Well I better set altitude hold so I don't screw up ?and run into 
something. OK, done, now back to the ADS-B. Why am I going so fast??? OH,yea, 
Throttle back and set mixture, OK done, back to that ADS-B thing again. No, 
?wait what about those engine readings, now how did that get on the wrong 
screen. A another minute of fixing and checking. I did look out the window to 
make sure there wasn't anyone near me off and on but I doubt that my scan was 
the best. Oh wait another thing did I set the baro on the dynon? The thing that 
is holding my altitude. OK that fixed and at a safe altitude. Now where is that 
first photo site  yep there it is a mile or 2 behind me. Check for traffic 
and circle back. Take some photos while circling the site (on altitude hold). 
??OK give up on the ADS-B problem... better to fly and look out...Although at 
this point I figured it was something to do with the WIFI connection. So on it 
went much the same for another 20 minutes of picture taking and running behind 
checking instruments and doing the visuals out the window. There were things 
that I never did think of or check. Like the wind aloft. I had no idea whether 
I was in a head wind, or cross for drift even though it is right there on the 
Dynon with an arrow and wind speed. Exhaust span never got set up and manifold 
pressure was not checked. Carb temp was unknown, but I rarely worry about it as 
the air is taken from the cowl anyway. 
?? ?After a couple days to reflect I decided to recommit to flying more 
regularly and make some of it just for practice. On Saturday I took another 
flight just to that purpose. I concentrated on the Ifly 740 and the ADS-B. I 
did not have near the amount of mistakes and found time to get used to looking 
exactly where traffic was to be as shown on the screen. I found that my vision 
allowed me to find traffic no further away than 8 miles even though I knew 
where it was and where it was going. I found that I was still behind with 
throttle and mixture when setting up for cruise. I lost track of fuel 
management which came to the forefront near the end of the flight when the main 
fuel gauge decided to act up for the first time ever. I realized in an instant 
that I had not reset the fuel totalizator in the fuel flow page. So I did not 
have a secondary fuel remaining (at least not accurate)
?? ?I have virtually every instrument that a person could want in one form or 
another and several with back ups. Making sure everyone is set up properly 
before each flight is the first key. The dynon has a check list page that I 
have never set up. I think that will be the next thing I do is to create a page 
just to verify that I have all settings checked before a flight in all 
instruments

KR> Wing Attach Fitting questions

[n357cj]

That is what I did to one hole that just never seemed to line up right after I 
finished building the wings on N357CJ. I ordered the next size bolt which is I 
think a metric 10 mm and matched drilled the very small amount of miss match of 
the one hole. So the big question is just how much miss-match is there from 
hole to hole
Joe Horton
Coopersburg, PA


Dave Acklam wrote:

 > My mismatch is at the 'big' central bolt-hole where the top wing WAFs
 > attach to the top fuselage WAFs


But just to throw another curve ball, given the amount of "extra" 
material around those holes, if the next larger diameter bolt would 
work, there's always match drilling to use the next size larger bolt, or 
even two sizes.  Now that I think about it, that's exactly what I'd do 
if it were mine.

Mark Langford
ML at N56ML.com
http://www.n56ml.com


___

KR> Bleeding brakes

[n357cj]

Mine is plumbed overboard via a 1/4" nyflo tube through  the floor adjacent to 
the pedals and just stick out about about 3/8" under the belly. Never had a 
mess in the cockpit.
Joe Horton

- Original Message -
From: "Sid Wood via KRnet" 
One hazard is pumping hydraulic fluid all over the master cylinder and 
cockpit floor when the master cylinder overflows.  Hard to get to tucked 
away under the instrument panel.  I wrap a rag around the master cylinder to 
help catch the overflow.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA

KR> [CorvAircraft] (no subject)

[n357cj]

Steve, 
I'm pretty sure I know the answer to this but was yours built with the single 
shear web or the full length both sides like the 2s plans call for???
Joe Horton 

- Original Message -
From: "CorvAircraft" 
To: "CorvAircraft" 
Cc: "SRMAKISH" 
Sent: Tuesday, October 20, 2015 10:46:19 AM
Subject: [CorvAircraft] (no subject)

After 35 years of flying it, the aerolite glue has reached its limits. On a 
 hard crosswind landing a few months ago I hit the right wing tip and main 
gear  at the same time and heard a crack. the vertical shear web on the main 
spar let  go and I am sure the rest of the glue joints are in the same 
condition.
time to decommision it.
Steve
_

KR> Tie down....

[n357cj]

I did pretty much the same as Jeff except I used blind nut which has little 
serrations that seat it into the wood and then I also epoxied a small slab of 
plywood over it before closing the spar to capture the nut permanently. Then 
the 1/4" by 2" eye-bolt goes into the flight bag.
Joe Horton

- Original Message -
From: "Jeff Scott via KRnet" 

I have a nut buried in the last outboard segment of spar on either wing and an 
eye bolt that threads in from the bottom of the wing through the spar and into 
the nut. ?Since the nut was only floxed into place, I don't remove the eye 
bolts, but it wouldn't be difficult to make the nut captive and the eyebolts 
removable.

-Jeff Scott
Los Alamos, NM

>
> 
> I'm searching or some tie down attach points. ?What have you KR builders
> found to work well? ?What was used and where/how installed?
> Thanks,
> Gary
> 

KR> aniversery flight

[n357cj]

Hello Guys,
Today is the 10th anniversary of the first flight of N357CJ. It was a for fun 
flight and I ripped holes in the sky. It was great in the cold dense air and 
not sweating up a storm in the cockpit. She was trued out right at 180 mph at 
2000'. As of today I have a total of 864.5 hours on the flight timer and 
somewhere around 1200 hundred landings which quite by accident is the same 
number of takeoff's. I can ?not say enough ?about how much fun I have and and 
the excitement and thrill I get from flying my own little KR. I have said it 
before and I will say it again " This plane has far exceeded my expectations, 
my hopes and my dreams.
?? Get out in those work shops and have at it boys and girls, the sky is 
waiting.
Joe Horton,
Coopersburg, Pa.

KR> nose vs tail

[n357cj]

In my airplane as in life I prefer to see where I am going and avoid most 
obstacles instead of weaving around like a drunken sailor. I guess Dan just 
likes to drag his A$$ around. But seriously, other than personnel preference 
the nose wheel comes with a about a 5 mile and hour penalty depending on 
fairings.
Joe Horton,
Coopersburg,Pa

- Original Message -
From: "Dj Merrill via KRnet" 


On 10/18/2015 6:47 AM, Dan Heath via KRnet wrote:
> Make your
> KR with a conventional gear.

Since "conventional" means "ordinary, rather than different", and the 
vast majority of aircraft created today have the little wheel up front, 
wouldn't "conventional" now mean "nose wheel" by today's standards? ?*wink*

-Dj

KR> Cross-Country flying

[n357cj]

Trevor,
I can not speak for the KR2 but the 2s has far exceeded my expectations. I have 
a U.S.map that has lines radiating from my home base all over the east coast 
and as far as Chino Ca. I have about 50,000 miles traveled in the last 10 years 
and 75% of my hours are XC. Maybe the definition of XC needs to be addressed as 
going 40 miles to the hamburger stand is different than crossing mountains and 
plains and weather frontal systems. but both are XC. I took a flight to visit 
my son at college last weekend that is nearly a 3 hr. drive but 40 minutes in 
the KR. At one point I thought that I had the auto pilot set because it was so 
smooth and stable and stayed on course so well. (A oh yea moment when I 
remembered that I was supposed to be flying ?it). My range if I pay attention 
could be about 800 miles and I have spent over 5 hours at a time in the seat 
(with a way for relief) I love the plane so much I am building another. But it 
is a bit larger in the cockpit for more comfort and I don't mind having a 
passenger with me ?either so there will be more room for them too.
?? ?I tend to fly high most of the time and when weather forces me to fly low 
(below clouds) it can be a handful and very fatiguing 
?? ?This was also my second flight with the ADS-B and I spent a lot of time 
searching the sky for the planes that were on the screen. Out of the dozen or 
more that were on screen through the flight I bet I would have only saw one.
?? ?I can not comment on the VW but I sure am happy with my Corvair.
Joe Horton,
Coopersburg, Pa


?


?
?Original Message -
From: "T. W. Norman via KRnet" 
?Cross-Country flying



Can you guys give me some feedback about the viability of using the KR-2 as
a cross-country aircraft? Is it comfortable for just a single person? What
range are you guys seeing out of your actual aircraft?


Would I know it may not be what it was designed for, but for a single guy
like me, I'm looking at the option of using it as an extended transporter.

?

KR> ADS-b

[n357cj]

Morning Guys,
i got my AdS-B installed last week and took a test flight on Wednesday evening. 
I think it is working at least OK. I was shocked at the number of targets that 
were around me when it first came on in the air. There were at least 6 targets 
acquired with inn a mile of me. I kinda flipped out a bit searching the horizon 
for all those planes that I was perfectly happy not knowing about. I think that 
I have to set perameters yet in the Ifly to report only close to my altitude 
not at flight levels.
Joe Horton, 
N357CJ

KR> ADS-B

[n357cj]

Hey Guys,
I've been working off and on adding ADS-B to N357CJ. It is a struggle to get 
all the antennas in locations inside our fuselage. 5 on the ADS-B, the 
transponder, gps receiver, cam antenna and the ELT all trying to be in the same 
area. I think that I have it but it isn't tested out yet in flight. but at 
least it is all programmed and everything lights up and shows that it is 
talking to the gps.
Joe Horton 
Coopersburg, PA.

KR> ADS-b

[n357cj]

Jeff,
I know from your pictures that you did not do this question but... should the 
ADS-B transmit antenna have the 3" (or so) ground plane under it like most of 
us have done with the transponder antenna. I also am a bit concerned with what 
distance from the transponder antenna the ADS-B antenna should be. I don't have 
a lot of options with the distances that are needed from other equipment.
I am trying to finish up the instalation in the next few days as I have 
everything in hand now for the FAA approved installation.
Joe Horton

KR> Canopy hinge

[n357cj]

Yep, I knew that - I stand corrected, Sorry-- but the question was are there 
other canopy options for PAul to consider and the answer is a resounding yes.
Joe Horton

- Original Message -
From: "bjoenunley via KRnet" 
To: "n357cj via KRnet" 
Cc: "bjoenunley" 
Sent: Tuesday, May 12, 2015 10:58:04 PM
Subject: Re: KR> Canopy hinge

My canopy is rear sliding.?

Joe

'I don't think rear sliding has been done or is practical for KR shape."
Joe Horton

Sent from my Verizon Wireless 4G LTE smartphone
___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> Ballast weight installation

[n357cj]

I am in full agreement with Larry especially in the reasoning that it has to be 
considered from the start. N357CJ was built from the start with an eye on 
weight and location of that mass. I know places that I could have improved and 
actually saved some weight but over all it turned out pretty dang good. My 
battery is in the front and no extra weight had to be added to get weight and 
balance in the foreword part of the range. The Dr. Dean plane that I am working 
on now is another story. While it has some very nice looking parts they are 
incredibly heavy, like the horizontal stab and elevator assembly, fully 
completed when I got it. It weighed just over 21# which is 2 ?times what N357CJ 
has in the whole tail assembly. Consider that all of that is as far back as it 
can get. I managed to reduce that part alone by nearly 7# but it is still going 
to give me trouble latter. Even with some experience under my belt I still am 
lacking in my planning as I have not fully calculated things out for the Dr. 
Dean plane. Actually just working with gut feelings right now til I get to 
where I can mount the engine and get some real feel for where it is headed. I 
have an over all goal of bring it in at or below 700# empty weight.
?? ?Still the under laying thought with every part that I make and install is 
where it is in relation to the wing and can I do better. Most times the answer 
is yes it can be ?lighter or located differently.
Joe Horton,
1 in the hanger - 1 in the shop



?As builders make changes , lengthen fuselage, heavier 
engines, fuel tank changes, balanced elevators, etc., they must take 
in to account this balancing act. ?The further you get in to the 
project and realize an error, the harder it is to correct.

?Just remember, it's the C of L we need to work around, 
that being basically the C.G. spec's given in the plans.

Larry Flesner 


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> Canopy hinge

[n357cj]

Paul,
There are two other possibilities off the top of my head. I have seen the 
foreword lifting canopy that basically has 4 attach points and lifts foreword 
and up as a parallelogram. The other is a foreword sliding canopy. I don't 
think rear sliding has been done or is practical for KR shape.
Joe Horton

- Original Message -
From: "Paul Visk via KRnet" 
To: "KRnet" 
Cc: "Paul Visk" 
Sent: Tuesday, May 12, 2015 8:10:43 AM
Subject: Re: KR> Canopy hinge

Thanks for the replays guys. Mark, you bring up some points I didn't think of.

Paul Visk
Belleville Il.

KR> Stratus ADS-B with iFly 720?

[n357cj]

Sorry - i was not clear, I meant the weather app that is on the Ifly App and 
nothing to do with Stratus or any other ADS-B.I'm sure they are not the same 
animal.
Joe
- Original Message -
From: "Jeff Scott via KRnet" 
To: krnet at list.krnet.org
Sent: Sunday, May 3, 2015 5:35:48 PM
Subject: Re: KR> Stratus ADS-B with iFly 720?




>>That's kind of a harsh assessment of the weather app.  My observation is that 
>>it works pretty well.   

KR> Stratus ADS-B with iFly 720?

[n357cj]

Mark,
I can't help with most of that stuff but the Ifly app is dissappointing at 
best. I was sitting in light rain(but steady) and the closest rain that it 
showed on the map was a good 25 miles away. It also does not pick up freezing 
rain nor snow. The weather protion of the Ifly app is useless for our purpose 
altough the rest of the navigation is fine and like youmentioned is pretty 
intuitive.I also put that same question out a few weeks ago if the ADS-B 
weather picked up to the definition that we are accustom to on the XM weather. 
Jeff Scott was the only person to answer and he did not really know how well 
the weather is depicted 
Joe

- Original Message -
From: "Mark Langford via KRnet" 
To: "KRnet" 
Sent: Saturday, May 2, 2015 9:48:55 PM
Subject: KR> Stratus ADS-B with iFly 720?

KRnetHeads,

Anybody know if the iFly 720 will work with a Stratus 2 ADS-B?  Their 
website says it works with the Stratus "Gen 1 Beta", which seems odd, 
but that info is rather dated information.  I'll call Monday and ask, 
but I'm curious if anybody's used the Stratus 2 with the 720.  Despite 
having a fancy MGL iEFIS touchscreen in front of my face, the iFly 720 
has become my favorite navigation tool. It's dirt simple, intuitively 
obvious, and a very well thought out interface.  I figured out how to 
enter Lake Parker arrival GPS coordinates into the 720 in about a 
minute...an hour later I was still trying to get the same coordinates 
into the MGL iEFIS...and never got there!

  Picking my way through all the weather on the way back from SNF 
convinced me to 1) kiss the ground when I finally landed, and 2) buy an 
ADS-B so I could see the rain next time!  I let my XM subscription lapse 
long ago...philosophically opposed to paying $30 a month for that, 
especially with the flaky (5 pound) laptop interface.

I borrowed a Stratus 2 for the Chino trip and was duly impressed on 
iPhone and iPad with Foreflight.  It's really nice to see not just 
weather and traffic, but airport AWOS info realtime.  This can be a 
life-saver when it comes to choosing the airport you want to land at 
during high-wind situations.  The beauty of an iPAD is that if yours 
croaks, you can borrow or buy a new one and be back online in a day.  If 
your fancy EFIS croaks, you may be down for a month waiting for a repair 
or replacement.

Steam gauges do have their appeal as well...somebody at the airport is 
bound to have an ASI or altimeter you can borrow for a few days, but not 
your particular brand of EFIS while it's "back for repair".

  I'm rapidly regressing to the thought of the good old reliable Grand 
Rapids EIS for engine monitoring, iFly 720 for navigation, and iPAD with 
Foreflight with ADSB for redundancy.  And of course, the iFLY app can be 
run on the iPAD without the dedicated box, so now we're talking really 
inexpensive situational awareness.  The MGL iEFIS is sorely lacking in 
engine and flight data logging capability through the SD card, among 
many other things, such as documentation...

Planning for McMinnville...
-- 
Mark Langford
ML at N56ML.com
http://www.n56ml.com


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> Inspection

[n357cj]

Robert,
After Lngford and I both had our hours flown off we did a meet and greet 
halfway between his house and mine which turned out to be Beckly W.V. We even 
drove a spike in the ground as North met South. (being the green guy Mark is he 
promtly pulled it back out).Maybe we could plan on doing about the same thing 
when you are ready to go somewhere.
Joe Horton

- Original Message -
From: "Robert Pesak via KRnet" 
To: KRnet at list.krnet.org
Sent: Sunday, April 26, 2015 8:59:07 PM
Subject: KR> Inspection

 Paul,I live in Nashville TN.http://s449.photobucket.com/user/rkpsk1/library/
___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> ADS-B

[n357cj]

Jeff,
Does the ADS-B weather show other weather events than just rain. In fooling 
around with some of the apps for a tablet I discovered that they only show rain 
and some only intense rain. no snow, icing or light rian. All of which have 
visibility issues
Joe Horton

KR> Pilots and Builders

[n357cj]

Good question Sid. And while Mark's notes are spot on and well thought out I 
think the ideas that are missing are the things you shouldn't do if you are set 
on building light and in range. One of the most glaring to me is the obsesion 
that a number of folks have with increasing the horizontal stab. along with 
that the additional mass balancing of the elevator. I flew 2 days ago for over 
an hour and the plane trimed and flew hands off for plenty long to fold maps, 
take pictures (that is what I was doing) or what ever other task is at hand. it 
really does not need to be larger than stock in my opinion for normal flying. 
keep it light back there and another thing back there is that silly tail 
wheel... move it up front where it belongs.
Joe Horton
- Original Message -
From: "Mark Langford via KRnet" 
To: "KRnet" 
Sent: Thursday, March 26, 2015 6:51:05 PM
Subject: Re: KR> Pilots and Builders

Sid Wood wrote:

 >> Ok, excellent suggestion on building the airplane to the forward end 
of the cg limit.  Just exactly how does one do that?  And still follow 
the plans? <<

There's an adequate page in my 1990 KR2 plans (page 114) that shows how 
to do the weight and balance, and an example on page 115.  That defines 
where the correct range is, although it's an accepted fact in the KR 
community that the last 2" of the 8" range should be avoided (to put it 
diplomatically). What the plans does NOT address is how to get there, 
but clearly it means shifting the heavy stuff around in whatever fashion 
is required to put the plane in the safe range, whether pilot and fuel 
only or fully loaded with  passenger and baggage (or whatever 
configurations are at the extremes of forward and aft CG).

Moving the engine forward is the most obvious way to get the CG forward, 
and spacers under the mount, 

KR> Kit planes

[n357cj]

Thanks to Jeff Scott for forewording the Kitplanes article to me. While he has 
a great air shot in there and Collin and Rob Schmidts planes took center stage 
in the photo's I counted 3 places I could see my plane ... so I think i am 
going to count that as a win.
Joe Horton

KR> Pilots and Landings

[n357cj]

Oh- wait - thatisn't what you meant is it..
Joe

- Original Message -
From: "Virgil N.Salisbury via KRnet" 

 Has anybody tried to fly the KR at 1 foot above the runway ?
 Then go around for the landing. Get your sight  picture for
 landing and just let it settle down. WATCH YOUR SPEED,
 Virg


___

KR> Throttle cables

[n357cj]

I have the opposite experience from the comment below. I built my plane with 
the vernier throttle and mixture. They are side by side that a couple of my 
fingers fit between them (right handed) and my thumb rests on the push button 
of the throttle for instant movement for take off and landing. Actually it is 
more accurate that my right hand is resting on both and I can and have 
manipulated both of them at the same time.  In flight I often use the vernier 
throttle to make small adjustments to the rpm's (or speed). I love it and would 
not want it any other way. I never even thought about changing it for the plane 
I'm working on now. Another reason that I went with the vernier throttle was 
that it was always in the positive lock. If I am not wrong many (all ??) 
push/pull have a seperate twist lock of some kind???
Someone else mentioned the actual cable size bing small on a certified 
aircraft in one of the mis-adventures earlier. I am pretty certain that there 
is different cable sizes available when ordering. I think that I have the .095 
cable in mine for both throttle and mixture. I fooled with atuo store cables 
which became clear was a waste of my time and some money.
Again this is my choice and works great for me, but there aare other ways and 
throttle quandrants is a whole nother arena.
Joe Horton


Subject: Re: KR> Throttle cables


The standard would be a friction lock type.  The vernier takes a bit to get 
used to as a throttle,  (must be a twisty thing),but would work.  If you have 
never used a vernier throttle, I would not recommend  using one on a first 
flight in a newly built experimental aircraft. No heckling from the Bonanza 
folks.
Roger
rbaalman at cox.net



> Talking about the throttle I have a question. What are you all using?. A 
> normall throttle with a friction or the vernier system. What is the 
> experiance? I have to buy it soon but I am in a doubt.


___

KR> Touchdown speed

[n357cj]

Sorry Chris, Again i'm fairly inebt. I am pretty sure the plane being a machine 
knows when it has what it needs to be happy. Transferring that to a language 
and Quanity that I can understand and repeat is the real trick that we are 
talking about here. The instrument of choice is the airspeed indicator and a 
pilot can name his poison from there-- Indicated, calibrated, true corrected 
for temp and altitude. No, Gps is not airspeed but still usefull if that is 
what you choose to work with.
 Maybe I can be "The Plane wisperer" and she will tell me instead.
Also to stick with the original thread... My KR would have a tough time landing 
or taking off on 1200'. A few years ago our runway was rebuilt in stages. We 
were allowed to land first on a shortened stretch of runway (about 1800') and 
then on the new narrow taxiway. I practiced for weeks in preperation. Landing 
the taxiway was a hoot. The short runway was a bit more intimindating As there 
really was not any decent runoff. The other thing about this and I don't think 
anyone asked about the 1200' strip. I didn't have any obsticles. If the 1200 
has obsticles at either end it will be a great feat once and repeated times 
nothing short of heroic. IMHO

Joe Horton

- Original Message -
From: "Chris Prata via KRnet" 
To: krnet at list.krnet.org
Sent: Monday, February 16, 2015 2:06:43 PM
Subject: Re: KR> Touchdown speed

The ONLY speed the plane knows or is affected by, for purposes of flying, 
stalling, control, aerodynamics, is actual AIRSPEED. Period.

KR> Touchdown speed

[n357cj]

Jeff,
I can not honestly say what speed I was doing at your airport for landing. I am 
probably a lousy technical pilot as I only glance at the airspeed 2  or 3 times 
during a landing and that is usually because something does not feel right (too 
fast or too slow) I know I was a bit fast by feel as that quartering tail wind 
at 19 kts had all my spiddy senses tingling a bit. Still no problem stopping 
well short on your runway. The takeoff the next day was noticably and painfully 
lng.
   I know where the key is but it will cost ay a beer
Joe Horton


- Original Message -
From: "Jeff Scott via KRnet" 

To me, the aircraft seems to approach and land painfully slow near sea level 
altitudes.  And my landing speed at 7200' has me smoking past the traffic on 
the mph highway next to the airport.  I'm usually still passing traffic on the 
highway next to me when the tail stops flying and the tailwheel sinks onto the 
runway.

Searching for the key to the "Real" Pilot's lounge.  ;o)

-Jeff Scott
Los Alamos, NM

KR> Touchdown speed

[n357cj]

Morning Guys
First off I was just pondering the requirements to get into the real pilots 
lounge. But anyway I rarely use indicated airspeed anymore (for years in 
fact) The Dynon with the gps slaved to it and the AHRS make it a no brains 
situation and is really the quicker number to see on the D10A. Anything that I 
have reported wether it is at altitude or in the pattern to touch down is true 
air speed. I have seen the actual touch down number as low as 56 mph but as 
stated that can change with the weather.
Joe Horton,
Looking for the lounge ... I want to turn in some of my air miles...

Subject: Re: KR> Touchdown speed
Mike Taglieri wrote:

>>All this talk about landing speeds makes me wonder whether everyone is using 
>>true airspeeds. At landing, IAS can be off by quite a bit because the pitot 
>>isn't parallel to the airstream. If you don't have a GPS, it would be 
>>worthwhile to try some landings (on a windless day) with a car GPS in the 
>>plane to see if the speed check out.<<

Mark Langford wrote:

>>I'm pretty sure the "real" pilots on the list use GPS speed when reporting 
>>something like landing speed. 

KR> Third Class Medical

[n357cj]

Oscar et all,
There is actually a situation where some of us have a double jepordy so to 
speak in that the Great Common Wealth of Pa. requires me to have a medical exam 
to have my CDL. When this was implemented by the state about 10 years ago I 
argued that the Federal government allowed me to fly an airplane any where in 
the country but they would not accept that exam to drive a motor vehical on the 
pothole riddled highways of the Commonwealth. They also implemented the 
requirement without notice to current CDL drivers stating that it was the 
citizens resposibility to know the laws. End result was that I had to get 2 
phicals that were identical as near as I can tell with inn a month or so of 
each other every other year. I fully support the abolishment of the 3rd class 
medical requirment. It is not without presidence as the ultalight regulations 
that are over 30 years old (Part 98 I think) never required a medical.
  I was afraid several months ago that this would be completly killed when an 
incapacitaed pilot on auto pilot flew through D.C. and ultimatly crashed in the 
bay or the Atlantic. Even though he probably had his medical it still happpened 
and in the highest profile enviroment there is. Politicians being what they are 
I figured someone would be all over that event to argue for more oversight.
More random thoughts,
Joe Horton

- Original Message -
From: "Oscar Zuniga via KRnet" 

Subject: KR> Third Class Medical


The rest of it is as readily self-policed as is regulated: alcohol and drugs; 
medications that might cause dizziness or sleepiness; anything that impairs 
vision or judgment; physical impairments that limit our ability to perform 
piloting duties.  Yes, an AME might be able to see some of those things in an 
airman medical exam even if we don't self-report them- but we drive motor 
vehicles, large RVs, over-the-road trucks, boats, yachts, and other vehicles 
without such precautions and with far less government and medical oversight of 
it.

I believe most pilots are responsible people who know their physical 
limitations, respect their abilities, want to preserve their safety and that of 
their passengers and the public, and have no more of a death wish than 
ground-bound folks.  I like my AME, but given the opportunity to self-police 
and take the FAA out of the equation, I would do it.

Oscar Zuniga
Medford, OR 


___
Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org
please see other KRnet info at http://www.krnet.org/info.html
see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change 
options

KR> MA3SPA core for sale

[n357cj]

HI Guys,
I have a core for sale sitting here collecting dust. I have to get the numbers 
off it for anyone that might be interested. It appears to be in great shape - 
but that does not mean it shouldn't be rebuilt. Picture and numbers I will 
email direct to anyone interested latter. I do not know the value of a core 
either - It came with a project that I took over and I will not be using it.
Thank you,
Joe Horton
215-399-6139
-

KR> Taxi testing

[n357cj]

Well Guys, I was trying to stay away from this subject but I have yet to see 
one of the compelling reasons to do taxi tests with a brand new experimental 
airplane. What is wrong with the plane??? There a any number of things that can 
seriously kill ya that could be wrong with your plane. I did nearly 10 hours of 
running the runway. I discovered brake problems, throttle sticking, a carb that 
could not handle ram air. They were resolved and I didn't have to worry about 
them for the actual first flying which went off uneventful. I also tend to 
think that this conversation is assuming always  to fast taxi and that is not 
always the case either and should be treated as a gradual learning event.
Joe Horton

- Original Message -
From: "Herbert F?rle via KRnet" 


...I'm absolutely the opinion of Marks recommendations!
Any theories,which can be read in books and magazines are good for the head but 
not for the hands.Therefore,it is essential to coordinate theory and 
practice.As Mark said,it is very controversial to find a suitable human/Pilot.
Before I flew my Kitfox the first time,I faced the same decision.I completet 
about fifty landings in a citabria with a very experienced  instructor,reminded 
me on my successful take offs with my Fisher Koala and last but not least on 
the countless flights with a taildragger motorglider .This whole experience- 
package caused me to be my own testpilot,Tanks good,with success!
I have no fear , to do it again with my Kr!
 Herbert Fuerle
German Kr2s
Von meinem iPad gesendet

KR> Cable Tension

[n357cj]

Dan, i remember going through this exercise about 13 years ago. I did find some 
tension numbers that seemed to apply to the cables on a KR. I bought a 
tensionometer and proceeded to set everything up. The numbers are way to much. 
I ended up doing it by feel and also tried getting a reading from the gauge 
after adjusting everthing and it did not even register on the meter. I have 
never had to adjust the cables since original set up and there is still no 
sloop in the system. My advice is to adjust to a no sag and no sloop in the 
movement. I adjusted until I had instant response (movement) from either the 
elevator, rudder , or alirons. As  a side note to this I had installed the 
Dynon AP a few years ago. The slight drag on the servos dampened the 
sensitivity but has no impact on the responsiveness.
Joe Horton
Coopersburg, PA.

- Original Message -
From: "Dan via KRnet" 
Subject: KR> Cable Tension

I've searched the KR manual for a cable tension number. ???  Any advice or
direct knowledge?



Dan Prichard

Portland Oregon

KR> foam and glass observations

[n357cj]

Good Morning Guys,
I have been starting to glass a few things on the current project and have 
a coupe observations from last time til now. I used a verity of different foams 
on 357Cj. The tail group was all dow foam from 1, 2, and 3 inch stock. The 
wings were from 4 inch roofing insulation that was a cured foam with a skin on 
each side. This foam was very similar in nature to what we commonly are 
referring to as the KR foam as ordered from the kit spec's.
   The Dow foam is more difficult or time consuming to shape and sand but to me 
not a deal breaker. The other observation concerning this and other similar 
foams (pink or some other color of this type of density) is that I feel that 
the bond from glass to foam is far better. The sanding chance of damage is far 
reduced by the harder density also. (scratches and dings or over sanding)
  The foam that I used for 357CJ wings had resonably good bond and I just had 
to use more care when sanding. The big difference here is this is the only 
place that I expereinced bubbles in the glass well after the plane was 
completed. A couple started showing up with inn the first 6 month's of being in 
a hanger. They were pretty stable and not much change over the past 9 years 
until the trip to the gathering this year. The bubbles got bigger by enough to 
notice during that trip. 
   I installed and glassed over the first piece that I have ever used the real 
KR spec'd foam. I am not real thrilled with the bond. I vacumed the foam before 
I glassed and did the skim coating of micro. The foam just does not have the 
ability to hold as well in my opinion for the same reason that it is easy to 
sand. From looking at other KR's that I know used this foam the bubbles 
(blisters may be a better term) are common.
   I have also used and won't again spray foam to make fillets and bond foams 
together. The fillets all blistered to some degree and when used as a bond 
between 2 pieces of foam the spray foam is a denser foam and makes it difficult 
to sand level. A hard ridge is form by this type of foam.
  I'm saying what should be done or even that I know how I am going to continue 
but just raw information to digest.
Joe Horton
Coopersburg, Pa

KR> Hours to build?

[n357cj]

Hey Guys,
 I had something like 3200 hours in actual construction time building 357CJ. 
This did not include head scratching, driving for materials, ordering and 
drooling over catalogs full of goodies. The actual money spent did include a 
lot of tools and upgrades after buying something cheap first. I now own all of 
those tools and just grab it when I need. I now own the knowledge gained from 
doing so much twice (or more). The skills are far improved for glassing and 
sanding. Yes the second time will be much faster. I am starting with a lot done 
for me. I turned the corner on weight reduction about 2 weeks ago as well as 
any changes that I was going to make. I basically have a parts to assemble kit 
now (thank you Eric). Well that may be a little over simplified but still going 
fast. I have about 8 hours invested in the past week and the results are 
vertical stab foamed,sanded, and glassed. Rudder- foamed, sanded and one side 
glassed. rudder cable guides completed. Bonding cable started form rear. Com 
antenna built and installed. The week before I did a mock up using the parts on 
hand to get a picture of what this version may turn out like as well as making 
sure I was going to have that precious head room that I shorted myself on the 
first time around.
-- next part --
A non-text attachment was scrubbed...
Name: plane profile.jpg
Type: image/jpeg
Size: 46828 bytes
Desc: not available
URL: 

KR> TriGear?

[n357cj]

I think what Chris means is one less thing to go wrong on landing. Making this 
decision when I first started building was a no brainer for me and I choose to 
have Tri-gear from the beginning. Chris is doing the right thing by questioning 
and evaluating his own abilities and then configuring his plane to that 
mission. Yes there may be some set up time in the building and there is 
certainly a bit of maintainence. Nothing that should sway the decision from one 
to the other over the safety of your own mission and abilities. The same 
thought process should be applied to retract gear also. There are may more 
talented people than I and may of those have become gear up victims. A new (or 
maybe experinced) tail dragger pilot can have  an unintended ground loop or a 
prop strike when conditions overcome the talents or anticipation of conditions. 
At least the nose gear keeps the prop off the ground in all but the worst case 
events.
IMHO
Joe Horton

- Original Message -
From: "Chris Prata via KRnet" 


Hi All,
I could search the newsletter archive, but figured I'd throw it out here. 
Is there a fixed tri-gear option for the KR1? 
I'm not tail wheel trained. Trigear would mean one less thing that can go wrong 
since the KR1 is somewhat tricky to land anyway from what I am reading.

Thanks!   
___