Re: KR> Stress Calculations.

[Jeff Scott via KRnet]

It's a pretty simple matter to lay up a set of skins for the wing stub much 
like the Diehl outboard wing skins.  The ones on my KR were made in the same 
fashion as the Diehl skins using a simple rib profile cut out of plywood and 
lined with formica as a mold.  The cord is constant on the wing stub, so the 
same mold works for both sides.  They are stout enough to walk on.  In fact, 
with the taller landing gear I always step up onto the non-slip pads on the 
wing stub to enter the cockpit.

Considering there has never been a failure in this area, I'm not sure I would 
call it a problem, and the fact that mine was re-enforced was only to satisfy 
my building techniques and desire to have a re-enforced step pad, not because 
of a perceived design deficit.

-Jeff Scott
Arkansas Ozarks


> Sent: Monday, April 06, 2020 at 1:03 PM
> From: "Dr. Feng Hsu via KRnet" 
> To: KRnet 
> Cc: "Dr. Feng Hsu" , "colin hales" 
> 
> Subject: Re: KR> Stress Calculations.
>
> Thank you CH for your critical safety information regarding the KR2
> structural design margin issues. Yes, I have been thinking of the strength
> on that exact spot/area of the stub wing and have been very reluctant to
> kneel or step on it whenever needed to get in & out of the cockpit I
> used my fingers to push around that area several times and felt it was
> pretty "soft" or lack of material strength
>
> Not sure if this problem existed only in the KR2S design or in the KR2
> design as well? How would you fix the issue without spending too much time
> & efforts on tearing apart the skin of the stub wings completely?
>
> Also, I have been thinking of the best or easiest way to make something to
> cover up the ugly opens on both sides of the KR2 wing joints or attachment
> area? Of course, without using tapes or anything hard to remove...?!
>
> Stay safe & healthy,
>
> Dr. Hsu
>
> On Mon, Apr 6, 2020, 6:13 AM colin hales via KRnet 
> wrote:
>
> > With respect to the strength of the KR2 and KR2S, we had a stress analyst
> > carry out in depth calculations on the whole airframe many years ago.
> >
> > The stress analyst's report is intellectual property, but I'm sure by now
> > the gent who paid for the calculations shouldn't mind if I release the
> > information. The analysis was carried out to allow the KR2S to be accepted
> > by the UK LAA as an approved design. The KR2 was built under what we call
> > "Grand Father Conditions", meaning 'no one ever carried out any
> > calculations and It was only allowed to be built and flown, because none of
> > them had broken yet!' When the KR2S came along, it was deemed as having
> > sufficient modifications to classify it as a brand new airframe design and
> > therefore required its own individual approval.
> >
> > From memory, stressing to EASA VLA requirements, which is +6 -4 G and VNA
> > of 175 MPH +10% the airframe was actually quite close in places to not be
> > strong enough. But it wasn't the spars or longerons or wing attachment
> > brackets, the weakest part of the aircraft or the part with the lowest
> > safety margin was the top skin section between the front and rear spar on
> > the stub wings. The one layer of glass leaves that area susceptible to
> > failure in torsional loading. Who would have thought it? Hence we have a UK
> > requirement to double up the skin thickness in that area to two layers of
> > 92/125 bi-directional glass cloth.
> >
> > This skin having the lowest safety margin of the whole airframe is a fact
> > and isn't open to comment or conjecture. We've done the maths. I'll see if
> > I can publish the calculations which prove this fact.
> >
> > So don't worry about any of the structural strengths of the KR2 design at
> > all. It is all perfectly acceptable. Some of it by over 200% The doubling
> > of the top stub skin thickness is recommended and not compulsory. We do it
> > though as that means you can kneel on it or put your foot on it when
> > getting in and out.
> >
> > The calculations are complex and considerable. I'll ask the intellectual
> > owner if I can publish all or just highlight some of the data.
> >
> > All good news.
> >
> > CH.
> > ___
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> > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html.
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> >
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Re: KR> Airborne Virus

[Jeff Scott via KRnet]

While not KR related, the face mask's best use against COVID19 is that it keeps 
your hands off your face.

FWIW, my mother has been hospitalized in Tucson, AZ for 3-1/2 weeks with 
COVID19.  She caught it while in a rehab hospital south of Tucson.  Despite 
being 87 years old with congestive heart failure and a few hundred other 
ailments, it hasn't killed her.  She would be better off if it would.

-Jeff Scott


> Sent: Wednesday, April 15, 2020 at 7:13 PM
> From: "Los Mon via KRnet" 
> To: "KRnet" 
> Cc: "Los Mon" 
> Subject: Re: KR> Airborne Virus
>
> Words to the wise:  media puts out; half truths, sensationalism, outright 
> lies, conflicting information.  Ask YOURSELF why.  I am a Radiographer,  One 
> of my jobs is for a hospital system which comprises half of the hospitals in 
> the Phoenix, AZ area.  I can look on my computer at work and literally see 
> what is going on in half of the Phoenix Metro area.  Covid cases can be 
> counted on ONE hand for all but one of our hospitals. The other one does not 
> have ANY covid cases.  I spoke with several colleagues that work in the 
> remaining hospitals in the Phoenix Metro area AND Tucson.  The story is the 
> same!  There are NO covid deaths in those hospitals.
> Hence my question as to what the internet in your are is saying in regards to 
> this issue.
> All we know is the economy is frozen for the middle and lower class also for 
> the wannabe rich folks. Also people are in voluntary lock down!
> Most masks people are wearing have pores in them which will allow an average 
> of 1,000 covid virus side by side through them!
> I am shedding some light and it is up to each individual to reach their 
> conclusion.
> Thank you all for an INCREDIBLE amount of aircraft wisdom over the years.
> Sincerely,
> Carl
> Sent from my iPhone
>
> On Apr 15, 2020, at 4:15 PM, Mike Stirewalt via KRnet  
> wrote:
>
> >> "By the way, the virus does not infect aircraft."
> >
> > Are you sure?  As soon as I read that C19 was capable of travelling by
> > air I immediately bought a can of CamGuard and put it in the fuel for
> > protection.  I've also got the whole engine area draped with N-95 grade
> > fabric.  Can't be too careful just now . . . especially since airports
> > are such hotspots for viral exchanges.  Two EMS helicopters are parked
> > just down at the end of my row of hangers and you never know what they
> > could be carrying . . . so you can clearly see I'm not just being
> > paranoid.
> >
> > To echo Lee, I don't know anyone who has gotten this thing either . . .
> > nor have I even heard any rumors . . . which is rare for my airport.   We
> > do have a bunch of San Diegeans walking around like fugitives from the
> > Hole in the Wall Gang.   I get lots of dirty looks from them_uns since
> > the shop rag I hang around my neck when I go into stores isn't protective
> > enough looking I guess.  So far nobody has chased me out of any stores
> > although some stores do have special lines for the risky-looking
> > customers.
> >
> > I sure hope by this time next week we'll be back to normal, or close to
> > it.
> >
> > **
> >
> > There's a new KR owner up in Edmonton who I've been in touch with since
> > he bought his KR in one of the Maritime Provinces last year and flew it
> > home to Edmonton.  He's got a hangar full of airplanes, a V35, a
> > Pietenpol, an RV-7 . . . one or two others . . . and of all his planes
> > he's enjoying flying his KR the most.  He's just re-worked his wheel
> > pants and gained 15 knots!  He's got new Revmaster heads ready to install
> > and has been relieving the plane of some weight he considers unnecessary.
> > He was kind enough to buy my Prince prop a few months back.  He surely
> > knows about our newsletter here so I expect him to show up at some point
> > - especially when he's ready to bring it to one of the Gatherings.  The
> > plane was well-built to start with he says and by the time he finishes
> > with all his improvements he's going to have a real stunner.
> >
> > People who have only flown spam cans have no idea how much more fun it is
> > to get ones hands on a KR.
> >
> > ***
> >
> > Also, this is the last place in the world to be advertising a 100K
> > airplane but a long-time friend battling cancer is divesting himself of
> > some of his larger possessions so his wife won't have to deal with them.
> > He's president of the Stinson Society and has the most beautiful and
> > meticulously maintained Reliant anyone has ever seen.  It took Grand
> > Champion Antique in 1984.  If there are any secret Stinson freaks on the
> > net or perhaps know someone into the Stinson cult, this is a rare
> > opportunity.  It really should be in a museum and if he doesn't get any
> > buyers I imagine that's where it will wind up.  It's a beautiful piece of
> > history.
> >
> > Classic plane buying is really a situation for someone like the guys who
> > buy immaculate classic cars at Barrett-Jackson for 

Re: KR> climb to cruise transition

[Jeff Scott via KRnet]

What Oscar is talking about here is called "getting on the step," much like 
cruising in a boat.  The idea here is that with a fixed pitch prop, if you 
overshoot your altitude just a little bit, you can let the engine pull just a 
bit more RPMs while settling back down to your cruise altitude.  More RPMs 
equals more HP and the little bit of additional HP should allow you to maintain 
just a little more speed in cruise.  

I've played with that quite a bit and would agree that I can get a bit more 
cruise out of the plane that way.  But in general, I'm just not that good of a 
pilot as I'm up and down in altitude and the first time I have to climb just a 
bit, that tiny bit of gain in speed is now lost.

I'm working my way through the annual inspection on the KR this week.  Had a 
couple of funny misses in the engine this weekend that didn't make sense to me 
and the mixture on the carb just didn't seem to be working normally.  When I 
pulled the lower cowl, the air box came off with the cowl leaving only the 
mounting flange mounted to the carb.  Yeah, it was telling me it wasn't happy.  
Glad I heard it talking, not that it would have quit, but I knew it didn't feel 
quite right.

-Jeff Scott
Arkansas Ozarks


> Sent: Tuesday, April 28, 2020 at 5:49 PM
> From: "Mike Sylvester via KRnet" 
> To: "KRnet" 
> Cc: "Mike Sylvester" 
> Subject: Re: KR> climb to cruise transition
>
> Oscar, I do a hard climb to around 5000ft. and then pull the O-200 back to 
> around 2500 RPM while lowering the nose a bit for a cruise climb. After 
> reaching 10, 11 or 12000ft I stop the climb at desired alt. I usually end up 
> cruising at 2530 RPM, It just seems to find this spot … Less noise and 
> purring like a kitten.
> 
> Mike Sylvester
> kr2s builder
> Birmingham,AL.
> 
> Cell no.205-966-3854
> 
> 
> From: KRnet  on behalf of Oscar Zuniga via 
> KRnet 
> Sent: Tuesday, April 28, 2020 3:29 PM
> To: krnet@list.krnet.org 
> Cc: Oscar Zuniga 
> Subject: KR> climb to cruise transition
> 
> As long as there is a discussion about climbing to cruise, here's one for you 
> high-altitude cruisers.
> 
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC, A75 power


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Re: KR> MPH v Kts

[Jeff Scott via KRnet]

> Sent: Tuesday, April 28, 2020 at 11:02 PM
> From: "Phillip Matheson via KRnet" 
> To: "KRnet" 
> Cc: "Phillip Matheson" 
> Subject: KR> MPH v Kts
>
>
> Please do not take this personally
> But WHY does the USA still use mph. In aviation
> Is it universal in USA.
> Phil
> Australia
> Sent from my iPhone

--

It is not universal in the US.  I prefer to use knots in faster planes like the 
KR.  In slower planes like my SuperCub, I often times use MPH for speed as most 
others flying the slower planes seem to as well.  I put in the reference in 
emails and figure people are smart enough to interpolate into their choice of 
units.  But I always keep the units in my various GPS maps set to knots.

FWIW, I think it's sometimes an ego thing.  People like to use the bigger 
numbers cause it makes them sound faster.  I'm surprised they aren't all using 
kilometers for their aircraft speeds.  :o)

-Jeff Scott
Arkansas Ozarks

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Re: KR> Anyone used "Well Nuts" for their dash ?

[Jeff Scott via KRnet]

> Sent: Thursday, May 07, 2020 at 3:08 PM
> From: "Marc Baca via KRnet" 
> To: "KRnet" 
> Cc: "Marc Baca" 
> Subject: KR> Anyone used "Well Nuts" for their dash ?
>
> Out of curiosity has anyone used "well nuts" to mount an instrument dash.  I 
> was taking apart the headlight assembly on my motorcycle and discovered that 
> the assembly is held to the bike by well nuts.   They are reminiscent of the 
> rubber mounts on my Cessna's instrument dash to reduce the vibration on the 
> instruments.   Below is a link.
> https://www.ebay.com/itm/Motor-10PCS-Windshield-Windscreen-Kit-Red-M5-5mm-Bolts-Rubber-Well-Nuts-Washers/332364856191?hash=item4d627d3b7f:g:P7YAAOSwHZdbLg6B
> 
> 
> Marc BacaKR-2 N13UGChino, CA 
--
Marc,

I think the "well nuts" are a fine idea.  I used simple grommets out of my 
grommet kit to give my panel some cushion, but as Mark said, A well balanced 
engine kind of negates the vibration that tends to kill instruments.  The 
biggest issue in the past calling for the use of rubber mounting bushings in 
aircraft was to protect the jeweled bearings in the mechanical gyros.  Not many 
of us use mechanical gyros anymore.  Never-the-less, I like having a little 
cushion or movement available for the panel.  Maybe I'm just too old school to 
give it up.

-Jeff Scott
Arkansas Ozarks

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Re: KR> In need of some electrical help - Revmaster 2100D

[Jeff Scott via KRnet]

Samuel,

This is a simple dynamo type charging system. The easiest thing to do in 
diagnostics is to break it down into it's simplest parts.  So the question 
becomes, is this a problem with the dynamo?  Is it the regulator (rectifier 
set)?  Or is it the wiring?  First off, let me say that I have never touched a 
Revmaster or other VW charging system.  But have repaired similar type of 
dynamo charging systems on Jabirus, motorcycles and outboard boat engines.  The 
only difference being that those systems are full wave where the Revmaster 
apparently only uses a half wave rectifier.

So, let's start with the dynamo.  You'll note the dynamo itself has no ground 
when it is not plugged into the regulator.  So, unplug the dynamo (alternator) 
from the regulator, then using your meter in continuity mode, test the two 
leads coming from the dynamo against ground.  They should not be grounded.  If 
they are, there is a problem there.  Then test for continuity through the 
dynamo from one lead to the other.  That should show continuity looking nearly 
like a dead short between the leads.  If those tests are both good, your dynamo 
is probably good.

Assuming the dynamo is good, now we test the regulator.  The "regulator" in 
this case is not a regulator at all, but instead is a half wave bridge 
rectifier.  That means that it uses a pair of diodes to filter the AC current 
coming from the dynamo into pulsed DC.  The simple way to test this is to 
disconnect it from the circuit.  Using your meter in continuity mode again, 
test for continuity between the red and yellow poles as shown on the drawing 
you referenced.  Reverse the leads and check again.  You should see continuity 
in one direct, and no continuity in the other.  If that's the case, then the 
diodes are good and the half bridge should be functional.

That only leaves the wiring to sort out.  In the drawing you referenced, I see 
one glaring issue that I can't seem to rectify in my head.  The "yellow loop" 
appears to connect 12V DC directly to one leg of the stator, which is producing 
unregulated AC.  That would be unlike any dynamo I have ever seen and I 
wouldn't think that would work.  In fact, it should trip the breaker.  It 
likely trips the breaker any time that circuit is energized whether the engine 
is running or not.  

When the engine is running, the two wires coming from the stator should be 
producing unregulated variable frequency AC voltage.  I would think feeding 
that directly to the battery would be a problem.  I can not find a drawing of 
the TMG-3096 regulator on line, but every rectifier/regulator I have seen has a 
minimum of either 4 leads, or 3 leads and a mounting tab that is used for 
ground.  Typically the two leads from the stator connect to two leads on the 
regulator for A/C input(there is no polarity since they are not grounded and 
produce A/C voltage), and the other two leads are the output with a nominal 12 
- 14V DC on one lead and the other lead being the ground reference for the 
system (or may be grounded through a mounting tab).  I'll be happy to help you 
diagnose it a bit further if you want, but a good photo of your regulator and 
accurate description of the regulator wiring and actual model would be helpful. 
 But let's do it off line, and you can post the final results once you have it 
working.

-Jeff Scott
Arkansas Ozarks

-

> Sent: Friday, May 22, 2020 at 1:12 AM
> From: "Samuel Spanovich via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Samuel Spanovich" 
> Subject: KR> In need of some electrical help - Revmaster 2100D
>
> Guys, I stand before you a very very confused individual, and am really 
> hoping somebody might have a solution to help me get this bird back in the 
> air. 
> 
> After installing the engine back in N6399U (after my rebuild), I started her 
> up, and then noticed my alternator circuit breaker popped.  When the engine 
> is running, and the alternator OFF, the voltage is a steady 12V, which makes 
> sense.  However with the alternator ON (even with the engine completely off 
> OFF), the voltage will drop to about 8-10V, and eventually the circuit 
> breaker will pop again.  I was thinking maybe the regulator/Rectifier was 
> short circuiting itself somehow, however after ordering a new one and 
> installing it exactly the same as the old one, the problem still persists. 
> 
> When removing the engine for my rebuild, other than disconnecting the wires 
> leading from the alternator to the regulator/Rectifier, I disconnected 
> NOTHING ELSE in terms of wiring. Now all of a sudden, after hooking 
> everything back up exactly as before, as soon as I turn the alternator switch 
> on (again, even with the engine off), in a matter of about 10 seconds, the 
> circuit breaker pops.  
> 
> There is obviously a short circuit somewhere, hence the voltage drop/circuit 
> breaker popping but I honestly am not sure where to even start looking.  I 
> have my plane set up per Revmast

KR> My KR for Sale

[Jeff Scott via KRnet]

FYI, My KR is going up on Barnstormers today listed at $19,900.  It's an 
opportunity to own one of the best.

1997 KR-2S O-200 • $19,900 • FOR SALE • 1250 Flt hrs 900 SMOH with NEW crank, 
300 STOH with NEW Superior cyls & 8.5:1 pistons. Pmags, B&C starter, Plane 
Power Alt. 5:00x5 tires, Cleveland brakes, RV wheel pants, Electric flaps, trim 
& cowl flap. ADS-B Compliant, Sandia Transponder, X-Com radio with second 
channel monitor. 4 USB pwr ports. 145 kt cruise behind very strong O-200. 
Numerous awards. Clean and fast. Can deliver for expenses in US. Phone 
(870)710-0645 • VISIT MY WEBSITE • Contact Jeffrey Scott , Owner - located 
Cherokee Village, AR United States • Telephone: 870 710-0910 • 505 412-0910 • 
Posted May 22, 2020 

-Jeff Scott

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Re: KR> N6399U Flight Test Report with New Engine

[Jeff Scott via KRnet]

 
 Good post.  The important thing is that It's all working, is improved over where you were before, and most importantly, you are happy with your work.One note on the ignition timing advance.  You may be able to smooth out the idle and improve the low speed response by retarding the ignition about 10 degrees at low rpms.  Topping out at a max of 25  degrees BTDC seems about right.  You could use significantly more advance than that, but only if your electronic advance curve is also sensitive to manifold pressure as well.- Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 5/25/20, 2:45 AM Samuel Spanovich via KRnet  wrote:

  Get ready for another long read, because after fighting one obstacle after
   another, I finally managed to get the plane airborne today with the new
   upgrades, and all I can can say iswow, was I impressed with the
   engine. See below for details.
   
   I won't beat a dead horse on the events leading up to this, so for a
   complete background on the aircraft/engine, please see my previous post.
   That said, here is my complete setup.
   
   Revmaster 2100D
   94mm AA Pistons/Cylinders
   MOFOCO 041 Heads
   CB 2232 Camshaft
   SDS CPI Electronic Ignition (Dual)
   AutoLite 4164 Spark Plugs
   Sterba 54" x 54"
   Fixed Timing at 25 BTDC (to replicate the magneto)
   Compression Ratio: 9.5
   
   RAF48 Airfoil
   Stock KR2S (~650 lbs empty weight)
   
   Clear Skies
   Light Winds On deck and aloft
   ALT: 3024
   Temperature: ~58F
   
   Ground Testing/Runup - My previous post discussed getting a very powerful
   3300 static RPM with the engine barely broken in. One thing I did not
   mention (and didn't really notice until today) is just how different the
   idle/low power throttle response is when compared to the stock VW cam. I
   set my idle at about 1000 rpm, and I will say, the CB 2232 has a pretty big
   lope at idle, which is one change I DON'T like. It makes the engine sound
   sort of rough, but still retains the throaty-ness at the same time. It
   isn't as big of a deal with the propeller off the plane, but as soon as you
   add the extra load on the engine, it is very noticeable. Where the stock
   VW cam had a pretty snappy throttle response throughout the entire RPM
   range, the CB 2232 has a pretty sluggish throttle response from about
   1000-1500 RPM. Once above 1500 RPM, up to about 2000 the throttle response
   gets better, and above 2000 RPM everything is fairly normal. The Cam does
   state that the power band is from "1500-4500 RPM" range, but I did not
   think it would be this literal. As soon as you hit 1500 RPM, everything
   smooths out quite a bit, and by 2000 RPM it feels almost like the stock
   cam, with quick throttle responses. This is very important when coming in
   to land, because in the event of a botched landing and/or go-around, you
   have to really be prepared to add power, because it will take that extra
   second to spool up. It doesn't sound like much, but trust me, it is just
   enough to potentially get you into trouble if you're late to add power.
   
   If this lope or laggy throttle response is a potential annoyance to you,
   then do not go with this cam. In that case, the CB2280 may not be a bad
   option, since it has a decent power increase throughout the entire RPM
   range. However if you don't mind the lope and want the extra throaty-ness
   of the CB2232, this cam is a solid choice in my (limited) experience so
   far.
   
   Regarding the SDS ignition, I set the timing to 25 BTDC since I knew the
   engine would work in that configuration, since the magneto was fixed at
   this setting throughout the entire RPM range. The SDS does allow the user
   to configure the timing however they want at a particular RPM (10 BTDC at
   1000 RPM, 12 at 1100 RPM, 25 at 2500 RPM, etc.) however since the engine
   was designed for 25 degrees BTDC at all RPM ranges, I just stuck with this
   for now.
   
   In addition, the SDS dual ignition incorporates a "Run-Up" feature, in
   which you can shut off one ignition coil for approximately 3 seconds, then
   shut the second coil off for approximately 3 more seconds, listening for
   the drop in RPM very similar to a magneto check. Mine both checked out
   okay, and I noticed no abnormalities between both ignition coils. The only
   downside (at least on the basic CPI version) is that when you're in
   "Run-Up" mode, you cannot monitor the RPM on the CPI controller to see just
   how much RPM is lost. You just kind of have to listen, and gauge it
   appropriately. The CPI controller does include a lead wire to hook up to an
   analog RPM gauge, which you could use to note the drop in RPM, however the
   lead wire itself is calibrated in thousands of RPM, not "hundreds" of RPM
   like my old gauge was (with the magneto). Basically my analog RPM needle
   is always in the very lower portion of the gauge since it thinks my engine
   is runn

Re: KR> Test

[Jeff Scott via KRnet]

Congratulations Lee!  That's a pretty exciting moment when your project 
suddenly becomes an aircraft!

-Jeff Scott
Arkansas Ozarks

> Sent: Friday, June 05, 2020 at 2:17 PM
> From: "leeshook--- via KRnet" 
> To: "KRnet" 
> Cc: leesh...@telus.net
> Subject: Re: KR> Test
>
> Well.. last Saturday I had enough nerve after practising much taxing and 
> a little high speed taxi to pull back on the stick and fly my KR2S for the 
> first time it was an awesome feeling until I went to Land for the first time 
> and it bounced on me And I did a go around the second approach it’s much 
> better and I had a nice safe landing, since Saturday I’ve been practising my 
> take offs overshoots and landings not straying too far from the airport, very 
> happy with the performance of this aircraft and the way it flies.
> 
> Sent from my iPhone
> 
> > On Jun 5, 2020, at 10:33 AM, n357cj via KRnet  wrote:
> > 
> > Hey since it is Friday I did receive the new issue of Kit Planes last week 
> > and was pleasantly surprised to see that the KR2s is still in it for kits 
> > yearly summary and better yet my picture once at the begining of the 
> > article top and center and the next one a few pages latter on the KR2s 
> > summary write up. I just had to gloat a little
> > Joe Horton, N357CJ
> > 
> > - Original Message -
> > From: "KRnet" 
> > To: "Chris Kinnaman" 
> > Cc: "Dr. Feng Hsu" , "KRnet" 
> > Sent: Friday, June 5, 2020 12:32:11 PM
> > Subject: Re: KR> Test
> > 
> > Or else because of the fatigue from reading extremely long (but invaluable)
> > stories about engine performance & experiences
> > 
> > It's Friday again anyways, so am expecting with high confidence to read
> > from someone today who did fly his & her KR2 in the past 7 days...?!
> > 
> > Dr. Hsu
> > N2830V (KR2)
> > N40881 (Piper Cherokee)
> > 
> >> On Fri, Jun 5, 2020, 6:07 AM Chris Kinnaman  wrote:
> >> 
> >> Maybe. Thanks for replying.
> >> 
> >> Chris K
> >> 
> >> On 6/4/2020 8:46 PM, Dr. Feng Hsu wrote:
> >> 
> >> Maybe folks have spent too much time watching what's going on in the big
> >> cities here in the US, instead of enjoy flying or building KR2s,
> >> perhaps?!
> >> 
> >> Dr. Hsu
> >> N2830V
> >> 
> >> On Thu, Jun 4, 2020, 9:38 PM Chris Kinnaman via KRnet <
> >> krnet@list.krnet.org> wrote:
> >> 
> >>> 
> >>> Have not seen anything posted for a few days. Is it my email or are
> >>> things just quiet?
> >>> Thanks
> >>> Chris K
> >>> 
> >>> ___
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> >>> 
> >> 
> >> 
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KR> Couple of breakfast or lunch get togethers.

[Jeff Scott via KRnet]

KRNetters,

Here's a chance to get together with some like minded pilots and builders.  Rob 
Schmitt and I are planning to get together in the morning (Saturday morning) 
for breakfast at the Hangar Kafe at Kingsley field (MO9).  At least one other 
pilot/builder is planning to join us.

On Sunday, Mark and I plan to fly into Mount Vernon, IL (KMVN) for lunch at 
11:00.  Mike Sylvester is a maybe for that, and I'm hoping Robert Pesak will 
also fly in to join us.

So, if you need to scratch your KR itch, you all are welcome to join us.  It's 
looking like a perfect weekend for aviation in this part of the country.

-Jeff Scott
Arkansas Ozarks

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Re: KR> Couple of breakfast or lunch get togethers.

[Jeff Scott via KRnet]

I had a great time aviating and catching up with friends today.  I flew the 
SuperCub to Kingsley Airfield (MO9) to meet up with Rob Schmitt for breakfast.  
KRNetter Troy Johnson joined us.  We watched the skydivers falling from the sky 
during breakfast, then I watched Rob blast off for home in his KR.  I flew the 
SuperCub over to Woodfield Airpark where Troy now lives and got a chance to 
catch up with him and did a demo flight with Troy in the SuperCub.  I got a 
text mid afternoon inviting me to another friend's airstrip in Northern AR for 
Watermelon next to the river at his place, so flew back home, splashed a few 
more gallons of fuel in the Cub, then the wife and I flew off to spend the 
evening in the shade by the river enjoying some chilled melon with more pilot 
friends and spouses.  We flew back home at dusk and did a nice aerial tour of 
our area flying with the doors open.  Life just doesn't get any better than 
this.  I put 4 1/4 hours on the SuperCub today.  Tomorrow I'll fly the KR west 
to meet up with the local pilots for breakfast, then head Northeast to KMVN to 
meet up with more KR folks for an early lunch in Mt Vernon. So, the perfect 
weekend continues, and who knows, maybe it can get better than today!

Keep building and get 'em flying.  It's all worth the effort.

-Jeff Scott
Arkansas Ozarks


> Sent: Saturday, June 06, 2020 at 12:55 PM
> From: "Robert7721 via KRnet" 
> To: "KRnet" 
> Cc: "Robert7721" 
> Subject: Re: KR> Couple of breakfast or lunch get togethers.
>
> Jeff Scott and I had a great breakfast this morning at Kingsley! A little 
> warm in the cockpit of the KR flying home but still fun. Got to watch a few 
> skydivers drop in from our breakfast table. Jeff was heading over to an 
> airpark with his friend Troy in the Super Cub after our breakfast. 
> 
> Rob Schmitt
> N1852Z
> Kansas City, MO
> 



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Re: KR> Couple of breakfast or lunch get togethers.

[Jeff Scott via KRnet]

Glad to hear you're mobile and ready to fly again!  Sounds like you are 
reaching full function again.

-Jeff Scott
Arkansas Ozarks



> Sent: Saturday, June 06, 2020 at 9:50 PM
> From: "shafferj455js--- via KRnet" 
> To: "'KRnet'" 
> Cc: shafferj45...@twc.com
> Subject: Re: KR> Couple of breakfast or lunch get togethers.
>
>
>
>   --And, I did not mention having two total hip replacements, since
> September, 2019.
>
>   ---From: "shafferj455js--- via
> KRnet"
> To: "KRnet"
> Cc: shafferj45...@twc.com
> Sent: Saturday June 6 2020 10:45:39PM
> Subject: Re: KR> Couple of breakfast or lunch get togethers.
>
>  Hi guys. I have been very tempted to drive my VW Vanagon to Mt
>  Vernon, just to see you guys, Chris, and visit. However, I have been
>  tilling up the garden for planting sweet corn, and doing some brick
>  laying on my garage today. In addition, tomorrow is my church's first
>  day of being inside, since March. I do have good news, as my Family
>  Physician has signed off on my 3rd class medical reform paperwork a
>  few weeks ago. This is after having holes in my abdomen, for 3 years,
>  due to infected mesh the VA hospital put in me in 2013, to fix a
>  hernia. After three years of the VA putting me off,, the Cleveland
>  clinic repaired the leaky stomach, so i could eat again, and later
>  repaired the hernia. I was on liquid TPN for 16 months, and could not
>  eat or drink during this time. I never tried to renew my 3rd class
>  medical. I am reasonably sure I can pass the 3rd class, but decided
> to
>  go with the 3rd class Medical Reform. N455JS, has taken a back seat
> to
>  everyday life, but now I need to get her back in the air. Hope to see
>  you all, soon. John Shaffer, N455JS Fremont, Ohio.
>


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Re: KR> Couple of breakfast or lunch get togethers.

[Jeff Scott via KRnet]

Another awesome day of aviating.  yesterday was SuperCub day.  Today was KR 
Day.  I was airborne by 6:30 this morning to fly west from Ash Flat, AR (KCVK) 
to Calico Rock, AR (37T) for breakfast with several of the local pilots.  I 
left there at 9:00 and headed east to Mount Vernonk IL (KMVN) where I met up 
with Robert Pesak, Mark Langford, and Paul Visk.  I also briefly so Cris 
Collins before he evaporated.  Robert and Chris had staked out a table for us 
in the restaurant, so we had a good lunch and talked airplanes for a while 
before we all headed back home again.  Keep building.  These are pretty awesome 
little time machines.  I'm going to really miss this plane when it's gone.

-Jeff Scott
Arkansas Ozarks


> Sent: Sunday, June 07, 2020 at 8:26 AM
> From: "Mike Sylvester via KRnet" 
> To: "KRnet" 
> Cc: "Mike Sylvester" 
> Subject: Re: KR> Couple of breakfast or lunch get togethers.
>
> Yes, yesterday was another great day. I'm about 45 minutes south of Mark so 
> as I got near his airport I could see him come up on the ADS-B. A green dot 
> with his tail number and the altitude differential + or -. Pretty cool stuff. 
> I have to agree with Mark on the KR performance and low cost to operate. 
> Best Bang for your buck airplane out there. I had a tailwind coming home so 
> it was only an hour and 10 minute flight. Keep building guy's, It's worth it.
>
> Mike Sylvester
> kr2s builder
> Birmingham,AL.
>
> Cell no.205-966-3854
>
> 
> From: KRnet  on behalf of Mark Langford via 
> KRnet 
> Sent: Saturday, June 6, 2020 7:17 AM
> To: KRnet 
> Cc: Mark Langford 
> Subject: Re: KR> Couple of breakfast or lunch get togethers.
>
> And this morning, Mike Sylvester and I are flying up to M54 near
> Nashville to meet Robert Pesak for lunch.  On Memorial Day Mike and I
> flew to Jeff's house in Arkansas for brats (no beer though, sadly). KRs
> are great little time machines, and it's hard to imagine that there are
> many other planes that go this fast on so little fueldefinitely at
> the front of the pack of the most economical airplanes to operate,
> especially at these speeds.
>
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
>
>
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Re: KR> Dropped a mag

[Jeff Scott via KRnet]

 

We put a hex on it.  Sorry.    Glad it turned out to be just a switch issue.
 

Sent: Monday, June 08, 2020 at 2:34 PM
From: "Robert Pesak via KRnet" 
To: "KRnet@list krnet. org" 
Cc: rkpsk...@comcast.net
Subject: KR> Dropped a mag


Great lunch with Mark, Jeff, Paul and Chris. I was about half way home when lost some power. I was a little reluctant doing a mag check, but I thought what the heck. Sure enough right mag was down. After doing some checking the magneto was fine just a bad key switch. The funny thing is Jeff and I were talking about bad magnetos over lunch.





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Re: KR> Cross country route

[Jeff Scott via KRnet]

Jason,

Your plane will certainly handle the altitudes along your proposed route.  I 
have flown all of this area from about Southern Alabama on to the west coast in 
my KR.  You will be dealing with high DA from West Texas on, but it's not 
anything your plane can't handle.  Just be patient with it as the ground roll 
will be long and the ground speeds will be noticeably faster as compared to 
your indicated airspeeds for landing and departure.

That should be a scenic route across the Grand Canyon.  When I flew to Chino a 
few years ago, I flew pretty much direct from Los Alamos, NM (KLAM) to Chino 
(KCNO) with a refueling stop in Winslow,AZ (KINW).  After leaving Winslow you 
will overfly the meteor crater, and the Sedona area.  That's a very scenic 
flight and would be about the same departing from Albuquerque (KAEG), but I 
think the Grand Canyon flight would also be pretty awesome.  I flew the South 
Rim route along there in a Cessna 320 once.  That was pretty cool flight.  I 
also flew the North Rim along Farmington, NM, to Page, AZ, to St George, UT in 
my Tomahawk.  Another really scenic flight.

Double Eagle in Albuquerque is a good stop as they have a nice restaurant there 
for breakfast and lunch.  Sedona is also a pretty awesome stop with a nice 
restaurant (Mesa Grill) on the field that should be open 7:30 am to 9:00 pm, 
but is pretty much a one way runway on a mesa top, so have a number of 
accidents there.  But it is a gorgeous place to stop.  Just watch the DA and be 
ready to either land or depart with a tailwind if you decide to stop there.

Laughlin/Bullhead City (KIFP) is interesting.  You used to be able to walk from 
the airport parking to the river and take a water taxi across the river to the 
casinos.  It was an interesting downhill taxi that would test the brakes on 
your plane.  I think they have since closed that parking area, so you may have 
to call a casino to come get you if you want to spend the night there, or take 
a taxi.  It was always kind of fun watching the water taxi pontoons and the 
float planes on the fast current of the river there in Laughlin.

Most of the flying is kind of ho-hum boring until you get to around Santa Rosa, 
NM (KSXU).  From there on, the landscape gets really scenic and the DA gets a 
bit high.  But it's some beautiful flying if the weather is nice.  I lived and 
flew out in that area for 32 years.

All in all, it sounds like a fun trip and you will see some of the best scenery 
in the West.

-Jeff Scott
Arkansas Ozarks



> Sent: Monday, June 08, 2020 at 8:57 PM
> From: "Jason Brooks via KRnet" 
> To: "KRnet" 
> Cc: "Jason Brooks" 
> Subject: Re: KR> Cross country route
>
> I'm flying a Piper Twin Comanche, no turbos.  I have Foreflight and have
> used AirNav and Skyvector in planning but I haven't been out west before.
> I have used airnav to lookup info on airports and navs but route planning.
> I have been looking at a couple routes that I can fly but didn't know if
> anyone had experience with it for both safety and sightseeing reasons.
> This is the route I am currently looking at but I have only picked out the
> first 2 fuel stops so far.
> Skyvector Route
> 
>
> On Mon, Jun 8, 2020 at 7:58 PM Flesner via KRnet 
> wrote:
>
> > On 6/8/2020 5:39 PM, Jason Brooks via KRnet wrote:
> > > I'm getting read to head out on a flight from Orlando, FL, to Fresno, CA.
> > > Does anyone have a good route that they have flown? I have looked at a
> > > couple but want some advice from people who have flown the area.
> > >
> > ++
> >
> > What type aircraft are you flying?  Have you ever used "AirNav" to plan
> > a route?
> >
> > Larry Flesner
> >
> >
> > ___
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> >
>
>
> --
> Jason Brooks
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Re: KR> Sweet bitter news...

[Jeff Scott via KRnet]

Off line...

Luis,

Glad you are still with us. I know lots of pilots with arterial grafts that go on to live long, productive and normal lives. No doubt you will be another.  Most fly as light sport pilots, and you wouldn't be the first to license your KR as Experimental, then claim it to be light sport compliant plane and fly it under light sport rules.

Keep on keeping on. Life will return to a new normal for you, undoubtedly with diet and exercise as a major part of your new normal.  I started doing that just over a year ago in order to avoid the heart and other health issues that were undoubtedly looming around the corner for me.  Now every day starts with a 3 mile walk and my diet is very limited.  But I am also now 120# lighter and feel great.

It breaks my heart to be selling my KR, but plan to stay involved with the KR Group, unless they ex-communicate me for going to the dark side and rebuilding a RV.  

 

Getting re-engaged with our project and life in general is the right thing to do both for your health and your attitude, so you are doing the right things.

 

Take care of yoruself and hang in there. 

 

Best regards,

 

-Jeff Scott

 



> Sent: Wednesday, June 10, 2020 at 7:56 PM
> From: "Luis Claudio via KRnet" 
> To: "KRnet" 
> Cc: "Luis Claudio" 
> Subject: KR> Sweet bitter news...
>
> I think its time that I share this with you. I have been keeping this news to myself because I had not made a decision as to how to move forward but now that I made my decision, I think I will share my situation. On May 7, 2020, I was rushed to surgery to have a Coronary Arterial Bypass Graf also known as CABG X5. I had three arteries at 100% blocked and two at 80%. Its been a month since that operation. I was released three weeks ago from the hospital here in Dallas. 
> A week after being released I thought about my KR2 project and what to do. After reading your post about flying here and there for meets and gatherings I said I want to be a part of that... and I can't do it if I got rid of my project or worst, abandon it. So I decided to move forward with my project and its been at least two weeks now that I have been using it as a source of inspiration to get better and to soldier on. I posted some updates on our Facebook page a few days ago and I will continue to make small advances as my recovery permits. 
> I may not be able to fly into our meet in September since my physical activities are currently limited, but God willing I will be there in person again. I have a great friend that finished building an RV7 and is now helping me with my project. Thank God for great friends. 
> I wanted to reach out to this great group of fellow builders and to thank you for the inspiration and motivation to keep moving forward in spite of the trials and tribulations that life throws at us. I want you to know that my goal is fly this airplane out to these gatherings here and there which is why we built our little time machines. Blue skies always...
>
> Luis R Claudio, KR2S, N8981S Dallas Texas

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Re: KR> Electric KR, New Zealand

[Jeff Scott via KRnet]

There's a pretty significant difference in the flammability between an Lithium 
Ion battery vs a Lithium Iron battery.  That's why I have a 4# Lithium Iron 
EarthX battery in my KR.

-Jeff Scott
Arkansas Ozarks.  

> Sent: Tuesday, June 16, 2020 at 5:15 PM
> From: "Flesner via KRnet" 
> To: "Mike Stirewalt via KRnet" 
> Cc: "Flesner" 
> Subject: Re: KR> Electric KR, New Zealand
>
> On 6/16/2020 4:41 PM, Mike Stirewalt via KRnet wrote:
> > Robin is replacing a HAPI with a 60 HP electric motor and is building his
> > own battery modules with batteries (1865 Lithium Iron) bought in China!
> > His email follows.  I'm posting this with the hope that others interested
> > in electrics can share information with each other.  Robin's email is
> > above.
> 
> +
> 
> I'd suggest he take one of those LI-ON 18650 cells outside, short it 
> out, then re-evaluate flying with hundreds of them under the cowl.  I've 
> accidentally shorted them out rebuilding battery packs and it ain't a 
> pretty picture.  That technology is like a woman. You better treat it 
> right.  Some other forms of LI-ON are more forgiving.
> 
> Larry Flesner
> 


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Re: KR> Revmaster 2100D Alternator FIXED - Replaced with 60 Amp Automotive Alternator - Write Up

[Jeff Scott via KRnet]

> Sent: Friday, June 19, 2020 at 3:29 AM
> From: "Samuel Spanovich via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Samuel Spanovich" 
> Subject: KR> Revmaster 2100D Alternator FIXED - Replaced with 60 Amp 
> Automotive Alternator - Write Up
>
> Folks, I solved my alternator problem today.  Was a rather unusual fix, but
> it solved my problem for a very low price (only about $50), and I can't be
> more happy about that.

Now that's a solid fix.  Now you have a charging system that will also charge 
at idle.

-Jeff Scott
Arkansas Ozarks

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Re: KR> ADS-B out update

[Jeff Scott via KRnet]

Mode 3A is a common failure with the wing tip and tail light units.  It has to 
do with lack of radar coverage.  Your transponder isn't getting interrogated by 
radar when you first take off due to your low altitude being below radar 
coverage.  Since the transponder isn't transmitting anything, the ADS-B unit 
doesn't pick up the squawk and altitude codes from the transponder.  Once the 
transponder starts replying to radar, you no longer have the error.  If you 
want to get a clean report, fly to an airport that has radar.  Spend 30 minutes 
or so on the ground, then do a test flight staying within 20 miles or so of the 
site and land back at the same airport.  Pull a new report based on the time of 
the flight and it will be a passing report.  Bottom line is, don't worry about 
the Mode 3A failures.  Your unit is working correctly and this is an artifact 
of your transponder not being queried by radar constantly.  Everyone around you 
will still be seeing you, and it will work just fine any time you are at 
sufficient altitude to have radar coverage, or if you are in class B or C 
airspace as there is radar based at those airports.

-Jeff Scott
Arkansas Ozarks

> Sent: Sunday, June 28, 2020 at 8:44 PM
> From: "Flesner via KRnet" 
> To: "Flesner via KRnet" 
> Cc: "Flesner" 
> Subject: Re: KR> ADS-B out update
>
> On 6/28/2020 8:18 PM, Flesner via KRnet wrote:
> > There was nothing highlighted so I guess it works.
> 
> 
> 
> I lied !!!  I went back and looked at the report and didn't realize it 
> was six pages long.  Near the bottom there was one box highlighted in 
> red.  It was in the "OTHER" section of the report and the box was 
> labeled "MODE 3A" and apparently it didn't transmit my four letter code 
> (1200) for 21 seconds or so.  I'm thinking I'll not lose too much sleep 
> over that.  I'm guessing that could have been as I was just acquiring or 
> loosing radar coverage.  I have to get pretty high at my home base to 
> get coverage.  On ILS flights during IMC they hole the number two 
> aircraft at 3000 feet until the first is on the ground and clear. 
> Someone more knowledgeable might have a better explanation.
> 
> Larry Flesner
> 
> 
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Re: KR> Uavionics ADS-B out update

[Jeff Scott via KRnet]

FWIW. I never had any issues configuring either the Echo or the Tail Light 
uAvionics units with my Android.  I didn't use airplane mode.  It just talks 
over wifi.  If you are connected to another wifi, it can't talk to the 
uAvionics unit.  But, it seems like every version of the Android devices work 
differently, so what works on one may not work on the next.  Going to airplane 
mode would certainly reduce the amount of stuff running in the background that 
might interfere with the app. 

-Jeff Scott


> Sent: Monday, June 29, 2020 at 7:43 AM
> From: "Flesner via KRnet" 
> To: "Flesner via KRnet" 
> Cc: "Flesner" 
> Subject: KR> Uavionics ADS-B out update
>
> 
> I posted a list yesterday on how to get an android phone to communicate 
> to a Uavionics device.  I connected again on the ground after the flight 
> and I think the key is to have the phone with "airplane mode" turned on 
> for some reason.
> 
> Larry Flesner
> 


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Re: KR> Uavionics ADS-B out update

[Jeff Scott via KRnet]

Just a quick update on the Echo UAT configuration.  I just installed another 
Echo UAT in the RV-6 I am rebuilding.  When I loaded the configuration program 
onto my Android phone, it came up with a warning that the software was written 
for an older phone so may have problems with this version.  However, it worked 
the same as previously with my old phone.  No special configuration or changes 
to the phone.  Took about 5 minutes and I had everything configured.

-Jeff Scott
Arkansas Ozarks



> Sent: Monday, June 29, 2020 at 8:20 AM
> From: "Jeff Scott via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Jeff Scott" 
> Subject: Re: KR> Uavionics ADS-B out update
>
> FWIW. I never had any issues configuring either the Echo or the Tail Light 
> uAvionics units with my Android.  I didn't use airplane mode.  It just talks 
> over wifi.  If you are connected to another wifi, it can't talk to the 
> uAvionics unit.  But, it seems like every version of the Android devices work 
> differently, so what works on one may not work on the next.  Going to 
> airplane mode would certainly reduce the amount of stuff running in the 
> background that might interfere with the app. 
> 
> -Jeff Scott
> 
> 
> > Sent: Monday, June 29, 2020 at 7:43 AM
> > From: "Flesner via KRnet" 
> > To: "Flesner via KRnet" 
> > Cc: "Flesner" 
> > Subject: KR> Uavionics ADS-B out update
> >
> > 
> > I posted a list yesterday on how to get an android phone to communicate 
> > to a Uavionics device.  I connected again on the ground after the flight 
> > and I think the key is to have the phone with "airplane mode" turned on 
> > for some reason.
> > 
> > Larry Flesner
> > 
> 
> 
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Re: KR> cht / egt instrument

[Jeff Scott via KRnet]

FWIW, the majority of small Continental engines, C-85, C-90, and O-200 
invariably have the EGT and CHT running hottest on the back left cylinder.  The 
point being, unless you are using them for the rare occasional need for 
diagnostics, the only cylinder you will ever be monitoring is #1, the back 
left.  If the left rear is within the high temperature bounds, you can rest 
assured the rest are well below it.  In the KR, the temps tend to even out at 
cruise, but during climb, the back left is always hottest, followed by the 
front left, the back right, then the front right being always cold no matter 
what you do.  Knowing that Larry has a very similar configuration with the same 
cowling and exhaust, I think I know which cylinder I would want to monitor.

FWIW, I spent nearly 20 years working on CHT temps, although the back left was 
the only one that ran hot and that was only during climb.  It wasn't much of a 
problem until I installed the Emags as the timing advance really drove up the 
CHTs and Oil temps (and significantly dropped the EGTs as more fuel was being 
burned in the cylinders rather than the exhaust).  It took a lot of fiddling, 
but I was eventually successful in that it never exceeds 380°F in climb, and 
always runs under 300° in cruise.  In economy cruise, all the CHTs drop down 
around 200 or less.

-Jeff Scott
Arkansas Ozarks.

> Sent: Sunday, July 26, 2020 at 2:16 PM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: Re: KR> cht / egt instrument
>
> On 7/26/2020 8:05 AM, Jim Chuk via KRnet wrote:
> >When
> > I rebuilt my Avid Flyer, I installed an MGL E1 engine monitor.  It is a 3
> > 1/8" gauge that gives you egt, cht, oil temp, oil pressure, volts, tach,
> > hobbs, and flight timer.
> 
> +++
> 
> I've test flown several experimental projects for friends that had a 
> "multi-purpose" gauge and I never got to liking it.  I don't like to 
> have to push buttons to get the info I want.  I like being able to look 
> at a gauge and get a direct reading.  I have a stand alone rpm, oil 
> temp, oil pressure gauge and single point EGT and CHT gauges.  If I 
> install the one in question I'd leave it set to read all four CHT's at 
> once and only switch to EGT reads to lean in cruse.
> 
> I'd repeat my round gauges, tail wheels, and flip phones outlook on life 
> but I broke down and now carry my grandson's hand-me-down smart phone.  
> I'm still stuck on round gauges and tail wheels.
> 
> Larry Flesner
> 
> 
> 
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Re: KR> trip home

[Jeff Scott via KRnet]

Pretty much the same view coming home for me.  I was flying around between the 
tops at 10,500' west bound.  Normal ops for this time of year.  Super smooth 
yesterday both directions and no haze.  I sat there hands off all the way there 
and all the way home.

-Jeff Scott


> Sent: Monday, July 27, 2020 at 7:14 AM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: KR> trip home
>
> 
> 
> Here is a view out the window of the KR at 10K on the trip home 
> yesterday.  It got much thicker at times.  I had to zig zag back and 
> forth across the magenta line to stay VFR.   Ended up with scattered 
> rain showers within a few miles of the airport but I was able to 
> maintain VFR.  I prefer CAVU.
> 
> https://www.dropbox.com/s/fbu94lnblexuzyf/image00%20copy%204.jpg?dl=0
> 
> Larry Flesner


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Re: KR> cht / egt instrument - round analog gauges

[Jeff Scott via KRnet]

I own two of them and will likely buy a third for the SuperCub. Very simple 
install, works well.

-Jeff Scott

> Sent: Tuesday, July 28, 2020 at 8:20 AM
> From: "Luis Claudio via KRnet" 
> To: "Flesner via KRnet" 
> Cc: "Luis Claudio" 
> Subject: Re: KR> cht / egt instrument - round analog gauges
>
>  I was looking at the EchoUAT for remote mounting with a WASS GPS packaged 
> together. Does anyone have any comments about this unit? The full package is 
> on sale for $1399. 
> Thanks
> Luis R Claudio
> 
> On Tuesday, July 28, 2020, 07:05:57 AM CDT, Flesner via KRnet 
>  wrote:  
>  
>  On 7/27/2020 10:41 PM, Luis Claudio via KRnet wrote:
> > I am now on the market for an ADS-B especially since I fly under Bravo 
> > Airspace here in Dallas
> 
> ++
> 
> The folks at IFLY GPS have the Uavionics taillight unit available and on 
> sale.  That's what I wanted but not available at the time. Very simple 
> to install.
> 
> Larry Flesner
> 
> 
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Re: KR> cht/egt instrument

[Jeff Scott via KRnet]

The Garmin and Dynon systems typically have a light weight Lithium Ion backup battery that can keep them operating for 45 minutes or longer.  That shouldn't add more than 2 lbs to the installation.-Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.

 
 On 7/29/20, 11:10 AM Oscar Zuniga via KRnet  wrote:

  Larry: if I remember correctly, the G2000 in the plane that I flew has a backup battery somewhere in the back, because part of the preflight checks involve testing the backup power source. Maybe that's what adds extra weight when the system is installed in a certified aircraft. Everything relies on the glass panel, so it's got to have redundant power for IFR operations. I'm just guessing though.
  
   -Oscar
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Re: KR> Garmin computer hack

[Jeff Scott via KRnet]

The Garmin hack was apparently a ransomware attack where all their files were 
encrypted with a ransom note to buy the decryption key, rumored to be a $10M 
ransom.  This is getting to be pretty common now days and a number of hospitals 
have had to pay the ransom to regain access to their own records.  It is not 
clear whether Garmin restored from backups or paid the ransom.  I would hope 
they refused, but since they are not commenting, I suspect they paid.  I also 
strongly suspect it was a similar attack with QT and other self serve Avgas 
outlets that were down for a week roughly 6 weeks ago.  Nobody has ever 
commented to say why they were down other than to say it was a computer 
problem.  Sounds like another ransomware attack to me.

As for flying, weather permitting I'll be in the Dallas area in my KR tomorrow. 
 One more reminder that my KR is for sale.  I need to move it, so now's the 
time to make a reasonable offer.  This plane is about the best performance and 
best equipped you can buy, and is about the best bang for the buck in aviation.

For building, I'm slogging along on the rebuild of the wrecked RV-6 I bought 
this spring.  The airframe repairs are now complete.  I'm down the the engine 
overhaul and have parts in various shops in Tulsa, Dallas, and Santa Fe.  I am 
hoping to have all the parts back to start building the engine in 5 - 6 weeks 
and should have the plane flying sometime this fall.

-Jeff Scott
Arkansas Ozarks



> Sent: Friday, July 31, 2020 at 7:32 AM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: KR> Garmin computer hack
>
> 
>   Hackers toppled Garmin networks
> 
> 
> Company recovering from four-day outage
> 
> 
> 
> Someone hacked my round gauges once.  My pitot / static assembly got 
> bumped off line by 30 degrees or so in the hangar and my comprehensive 
> preflight did not catch it.  20 or 30 feet in the air I realized the ASI 
> was not reading correctly.  I verified the failure at altitude and 
> simply disregarded it for landing.  I wonder if that's why my road map 
> Garmin sent me up a one way street with no exit.
> 
> Is anyone building or flying now days?  I'm getting more junk mail than 
> KRnet and it is not nearly as interesting.
> 
> Larry Flesner


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Re: KR> Re: Garmin computer hack

[Jeff Scott via KRnet]

 
 The delaminations aren't likely to be a problem, but are also easily repaired.  You can drill two tiny 1/16" holes at opposing ends of the delamination, then use a syringe to inject a mixture of resin and microspheres through the delamination, in one hole until the mixture comes out the other hole.  Squeeze the delamination back flat, tape over the holes, and place a weight on top of or clamp over the delam while the resin cures.Once cured, removed the tape.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 7/31/20, 10:00 AM Robert Goodnight via KRnet  wrote:

  I recently purchased a one flying KR2 project, I have noticed that there are several areas that have several small areas on the elevator and rudder that have delaminated, the areas are about the size of a quarter. Also the top of the wings it seems that when you push down on the top of the wing it seems a little soft, like if you would walk on the area it would crack and break.
   
   I had someone look at it and he stated it was ok but wanted to get other options.
   
   Thanks
   
   
   Bob Goodnight
   Branch Manager
   NMLS# 277217
   4200 Munson Street Suite D | Canton, OH 44718
   330.863.8101330.936.3343866.422.1351
   My Website
   rgoodni...@1hallmark.com
   This email and any files with it are confidential and intended for the use of the individual or entity to which they are addressed. If you have received this email in error, please notify the system manager. Please note that any views or opinions present in this email are solely those of the author and do not necessarily represent those of the company. Finally, the recipient should check this email and any attachment for the presence of viruses. The company accepts no liability for any damage caused by any virus transmitted by this email. Equal housing lender. 
   From: KRnet  On Behalf Of Flesner via KRnet
   Sent: Friday, July 31, 2020 10:51 AM
   To: krnet@list.krnet.org
   Cc: Flesner 
   Subject: Re: KR> Garmin computer hack
   
   **WARNING** This email originated from outside of Hallmark Home Mortgage, LLC.
   DO NOT CLICK links or attachments unless you recognize the sender and know the content is safe.
   
   On 7/31/2020 9:31 AM, Jeff Scott via KRnet wrote:
   > This plane is about the best performance and best equipped you can buy, and is about the best bang for the buck in aviation.
   
   +
   
   What do you mean, "ABOUT"? It is without doubt the most airplane you
   can buy for the price. Anyone looking to build a 2S would be wise to
   take a loan, if possible, and buy this plane and be flying tomorrow
   instead of five years out and probably come out ahead financially.
   Good luck on selling but I know you will suffer a bit of sellers remorse
   in the near future.
   
   Safe trip..
   
   Larry Flesner
   
   
   
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Re: KR> Source for Nose Gear

[Jeff Scott via KRnet]

It just happens that I am rebuilding a wrecked RV-6 that was converted to a 
RV-6A (Nosegear) after it was wrecked.  I have converted it back to a RV-6 
(Taildragger), so have the complete landing gear off from a RV-6A with only a 
couple of landings on them (for all practical purposes in New Condition), 
including Nosegear, engine mount, and main gear mounts and main gear legs.  All 
of the landing gear parts are for sale.

-Jeff Scott
--

>
> Brad, I think the RV-12 series nose gear would be a closer match for KR-size
> aircraft. The RV-10 has a 6 cylinder engine. I use a RV-12 spinner on
> N133RM.
> John Bouyea
> N133RM KR-2S - imported, fixed & flying
> www.bouyea.net/cur_proj/N133RM
> OR81/ Hillsboro, OR
>
> >>Yeah, NVaero took their ball and went home. :(  Check out the nose gear on
> the RV6A and RV10.  I bet you could make one of those work.  Otherwise I
> would look at some 4130 tubing and build your own.
> > I had been looking at the Nose wheel assembly from NVAero but they appear
> > to be gone now.  Does anyone know of a source for the nose gear assembly
> or
> > a good alternative nose gear setup?
> > Brad Payne
>


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Re: KR> Corvair engine

[Jeff Scott via KRnet]

> Sent: Monday, August 10, 2020 at 3:38 PM
> From: "Mark Langford via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Mark Langford" 
> Subject: Re: KR> Corvair engine
>
>
> Anthony Steinke wrote:
>
>  >> I have been browsing FlyCorvair to gain more knowledge on the engine
> and noticed that a budget build is about $7k with the high end around
> $11k. Are these realistic number in your experience or can a reliable
> corvair be built for less. I remember reading one of Mark's articles
> saying it could be done for around $3k but I could be mistaken.<<
>
> Yes, that was at http://www.n56ml.com/corvair/index.html .  I wrote that
> about 15 years ago after building my second engine, a "stock" 2700cc
> version.  Since then, we now have Sport Performance Aviation's  "Better
> than Air" front bearings, (at
> https://flywithspa.com/corvair-5th-bearing/ ) as well their 4340
> crankshaft.  These are a necessity in my opinion (I have them both on my
> workbench, ready for assembly) but the price increases another $3000,
> and add even more when you start buying parts that are sold specifically
> for aircraft builders, with specially designed features (rather than
> building them yourself).  So yes, at this point, rebuilding an O-200
> looks attractive, and has a proven track record.  Most of the recent
> "next generation" KRs are flying behind "real" aircraft engines, and for
> good reason
>
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
> Huntsville, AL

---

By comparison, One could buy the hopped up O-200 firewall forward off from my 
KR for $12K, including Pmags, B&C starter, Plane Power alternator & regulator, 
tuned exhaust, and KR/O-200 engine mount.  This is not a cobbled together 
reject with worn out parts, but built with New crank, New cylinders and high 
compression pistons.  If sold, then the rest of the KR would also be available 
for parting out.

The whole airplane would be a hell of a buy for a superb performing KR, but I'm 
so fed up with tire kickers wasting my time that I'm OK with parting it out at 
this point in time rather than dealing with another caller from a barnstormers 
ad.

-Jeff Scott
Arkansas Ozarks

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Re: KR> sound and performance check

[Jeff Scott via KRnet]

Sounds like a fun day.  Congratulations.

-Jeff Scott


>
> It was a great day with 3,5 hours off flying.
>
> It is great to have you own plane and go by learning everytime more your 
> limits. So guys who are building, keep up the spirit
>
>
> Stef
>


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KR> N1213W

[Jeff Scott via KRnet]

My KR, N1213W has been sold and will be relocating to Vancouver BC to join the 
Canadian KR contingent. I have had 23 years and over 1300 hours of fun in this 
plane and have fallen in love with it all over again with every flight. I will 
miss it terribly. I still have an hour of two of flight time to do with the new 
owner before he heads for home with it, so will get in another couple of 
flights before it is gone, then will move on to other aircraft.

-Jeff Scott - former KR owner
Arkansas Ozarks

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Re: KR> N1213W

[Jeff Scott via KRnet]

Thank you.  I'm pleased that many of you have a high opinion of my former 
plane.  I hope the buyer joins this group as I have recommended.  What I will 
say is that he is a really nice guy and from everything I can tell, a competent 
pilot and fast learner that loves flying it.  So I am pleased to see it gong 
into the hands of someone that will hopefully enjoy flying it as much as I have.

The RV is a nice project, but I'm really only doing repair work rather than 
building.  This one will never be a show plane, but hopefully will be a 
reasonably decent performer, meeting the goal for Becky and me to be able to 
use it for travel.

-Jeff Scott
Arkansas Ozarks

> Sent: Wednesday, August 26, 2020 at 2:42 PM
> From: "Mike Stirewalt via KRnet" 
> To: krnet@list.krnet.org
> Cc: laser...@juno.com
> Subject: KR> N1213W
>
> Happy for you Jeff that you found a qualified buyer for your creation . .
> . truly the best built, best maintained and best upgraded KR ever put on
> the market.  Going back in memory I can't think of any KR's ever made
> available for sale that come close to your machine in all these aspects.
>
>
> Now we can look forward to seeing one of the best RV-6's in the skies
> once you've had it for a couple years and have done your magic with it.
> I happen to know from your email some time ago that the primary reason
> you've made this change is due to the extra room available in the cockpit
> - thus allowing you and wife to travel in comfort.  The KR has never been
> a truly two-place aircraft, although many come close.
>
> So glad this transfer of ownership has worked out for you.   The new
> owner is fortunate.
>
> Mike
> KSEE


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Re: KR> PNW Mini FlyIn #2

[Jeff Scott via KRnet]

For you guys in the NW, my former KR will be headed to Langley in BC, CYNJ, 
just across the border from where Sam is based and about 5 miles from where Al 
Hawkins is based in BC.  Eventually, once 2020 is in our rear-view mirrors, the 
borders will be open for crossing back and forth, so you guys can significantly 
improve your mini-gatherings.

-Jeff Scott - former KR owner
Arkansas Ozarks



> Sent: Monday, August 31, 2020 at 1:11 AM
> From: "Samuel Spanovich via KRnet" 
> To: "krnet@list.krnet.org" 
> Cc: "Samuel Spanovich" 
> Subject: KR> PNW Mini FlyIn #2
>
> John hit the nail on the head; keep on flying, and keep on building!  Days 
> like today are truly what flying is all about, and created some good memories 
> for the two of us!   
> 
> Me and John met up in Ocean Shores WA, a very nice little airport (minus 
> fuel) right along the Pacific Coast, about 100 NM from each of us.  My flight 
> consisted of departing Anacortes (74S) southbound, and snuggled up to the 
> Olympic Mountains as much as I could without flying directly over them.  Once 
> past the mountains, I turned South West directly toward Ocean Shores, where I 
> was greeted with a spectacular view of the Pacific Coast the closer I got.
> 
> Upon arriving there and greeting one another, we walked into the small beach 
> town for some lunch, where I enjoyed one of the best burrito’s I’ve ever had, 
> at a small place called “Fat Marty’s – Tacos you can’t say no to”.  Well I 
> didn’t try any of their tacos, but I will certainly never say no to their 
> burritos in the future.  
> 
> Afterwards we walked back to the airport, took off towards KHQM asmore or 
> less a “flight of two”, with myself flying a loose cruise off of John until 
> we landed at KHQM.  I never knew formation flying could be so thrilling in 
> these little airplanes, until I was joined up about a quarter mile in trail 
> of N133RM, following him almost all the way until touchdown.  
> 
> After refueling, we took off again from KHQM, flew some more formation, then 
> split apart and headed back towards our home airports.  Both of our RTB 
> flights were uneventful.  
> 
> Days like today also remind me how grateful I am to get to be a member of 
> this community!
> 
> V/R
> 
> Sam Spanovich
> N6399U
> 74S, Anacortes WA
> ___
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Re: KR> PNW Mini FlyIn #2

[Jeff Scott via KRnet]

Since I have in excess of 500 hours in each type mentioned here and was invited 
to comment, I will.

To start with, you're drawing a comparison of two different arguments.  One 
about learning to fly a tailwheel aircraft and the other is learning to fly an 
aircraft with very light controls.  Those are two completely different things.

#1.  I don't think you can train in a better taildragger than a Champ.  I've 
owned two of them over the years.  The gear is usually worn out and sloppy, the 
plane is slow, the brakes hardly work, if at all, and the controls are heavy 
and unresponsive.  You can ground loop it and it will simply turn around and 
roll out backwards without hurting the plane.  But, as simple, unresponsive and 
slow as it is, once you master a Champ, you have everything in your knowledge 
tool kit to fly almost any taildragger you will ever encounter.  

#2.  The Cub is a good choice as well.  More responsive and lighter on the 
controls than a Champ, and will do a good job of teaching you what you need to 
know.  FWIW, my 160 hp SuperCub Clone is way more ham-fisted than my Champs, 
but you're in the plane to learn tailwheel, not to learn how to fly a twitchy 
elevator.  It will teach you to always trim for your speed as it will flat wear 
you out if you don't.

#3.  If you are looking for a crash course to get into a KR, get some time in a 
RV-6, RV-7, RV-9, or a Sonex.  They feel similar to the KR although a bit 
lighter on the ailerons and heavier on the elevator.  But they will give you 
much more of a feel for a light uber responsive elevator.

#4.  The buyer of my KR had never flown a TailWheel prior to getting in my KR.  
We flew roughly 8 hours together while he learned TW with me in the KR.  He 
flew the plane fine, but was still struggling with his landings which was 
exacerbated by two issues.  The first issue was that we were flying at the aft 
CG limit, so the control response was less than crisp at low speeds, and with 
that much weight behind the gear, wheel landings always turned into a rodeo as 
the tail would drop as soon as the mains touched, so the plane would always 
want to bounce.  The second challenge was that I am not an instructor, so I was 
struggling to explain what I have been intuitively doing as second nature for 
the last 23 years.  After 8 hours of Dual, he went to a flight school to get 
his Tailwheel endorsement.  They had him do 3 intensive days of flying with 
three different instructors in a SuperCub.  That served to slow things down a 
bit so he could polish on the skills we had been practicing together without 
having things happening quite so fast.  Additionally, he came back with some 
training suggestions from his instructors that we used.  After 2 more hours of 
dual working mostly on 3 point landings, late yesterday, he asked me to get out 
of the plane so he could fly his new plane by himself.  That put the CG back 
where it should be, and he went out and made 3 squeaker landings.  I had told 
him that if he could learn to land the plane with me in it with him, it would 
be easy when I got out!  While he learned to fly a Tailwheel in the KR, getting 
to work in slow motion in the SuperCub with an instructor did a great deal to 
help him polish his skills to where he was really ready to deal with the 
faster, much lighter controls on the KR.  He plans to spend two more days doing 
a lot of circuits locally to polish on his skills some more before heading off 
for home with his new plane.  

-Jeff Scott
Arkansas Ozarks



> Sent: Tuesday, September 01, 2020 at 3:24 PM
> From: "Mike Stirewalt via KRnet" 
> To: krnet@list.krnet.org
> Cc: laser...@juno.com
> Subject: KR> PNW Mini FlyIn #2
>
>  
> "If you are getting your PPL, I'd strongly advise getting time in a J3
> cub
> or aeronca champ or citabria."
> 
> "The KR is shortly coupled flight characteristics  in conjunction with
> the
> fact the rudder authority is limited."
> 
> I may be misunderstanding things here and probably am since the
> statements above are about as far from accurate as can be.  The KR is
> short coupled it's true, especially the original design, but I've never
> ever ran out of rudder in even the strongest of crosswinds.  
> 
> As for the others, I've never flown a J3 I'm ashamed to say and my
> Citabria time was brief and long ago but despite the years I think I can
> safely say the feel and handling of a Citabria is really nothing like a
> KR.  Re the Champ . . . now that really is dangerously off the mark.  I
> made the mistake of doing my biennial time before last in a Champ
> thinking it might be fun.  Instead, as Riley used to say, "What a
> revoltin' experience that turned out to be!"  It was awful.  The controls
> are so unresponsive (compared to the 2 KR's I've owned) that trying to
> perform simple maneuvers with any grace was a painful experience.  All
> three of those designs are getting close to a hundred years old and feel
> nothing like a plane with the respons

Re: KR> First Flight

[Jeff Scott via KRnet]

I highly recommend the Aviation products semi-pneumatic tailwheel.  It will 
really quiet things down.  I had the same one on my former KR for close to 1300 
hrs.  The  6" TW costs the same as the 4" TW, but has a slightly longer fork.  
You can add a couple of washers to it as spacers and mount the 4" TW onto the 
6" frame if you prefer to go back to the hard 4" TW.

Jeff Scott
Arkansas Ozarks


> Sent: Friday, September 04, 2020 at 8:44 PM
> From: "Flesner via KRnet" 
> To: "Daniel Heath via KRnet" 
> Cc: "Flesner" 
> Subject: Re: KR> First Flight
>
> On 9/4/2020 8:16 PM, Daniel Heath via KRnet wrote:
> > I had Aviation Products on my KR as well and the same on the Panther.
> >
> > I might give it a try after I get the hours off.

>

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KR> Ripping off the band aid

[Jeff Scott via KRnet]

I've done it all at once.  I ripped off the band aid and sold several of my favorite toys.  I sold my motorcycle this weekend.  I sold my old Fiero the previous weekend.  And the KR left for it's new home in Vancouver this morning.  Man, I feel like I stuck one foot in the grave this week and am suffering from a serious case of toy withdrawal!  Fortunately, I've still got the SuperCub, and I should have the wrecked RV project flying in a couple of months.  Hopefully those will suffice to scratch the itch for a while.-Jeff ScottArkansas Ozarks... former KR builder & pilot--Sent from my Android phone with GMX Mail. Please excuse my brevity.

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Re: KR> Ripping off the band aid

[Jeff Scott via KRnet]

It's a KR Forum, so I try not to post a lot about my other planes, but the work 
I've been doing is blogged in painful detail on my web site at 
<http://jeffsplanes.com>.  Scroll down past the KR and SuperCub and you'll find 
the 3 pages (so far) of photos and descriptions of the RV-6 work.  I'm 
currently completing a major of the engine since it suffered a prop strike 
during a ground loop that tore the gear out.

And to keep this KR related...  The new owner and N1213W are in Western 
Nebraska and will wait for some heavy weather to pass before heading on to 
Vancouver.  After 30 hours total TW and KR time, he says he did fine landing in 
the nasty/gusty winds of western Nebraska.

-Jeff Scott


>
> On 09/07/2020 11:27 AM, Jeff Scott via KRnet wrote:
> > I've done it all at once. I ripped off the band aid and sold several
> > of my favorite toys. I sold my
> [snip]
>
> Drop an update on your RV project from time to time.
>
> Steve Eberhart


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Re: KR> Pandemic KR Flyin #6 - KARG in Walnut Ridge, AR

[Jeff Scott via KRnet]

There's only one cure.  Get your plane finished!  You're in New Orleans area. 
You've got another KR nearly ready to fly over around Mobile Bay.  There are 
others in the area as well.  Get with it!


> Sent: Tuesday, September 08, 2020 at 1:25 PM
> From: "Ray_pilot via KRnet" 
> To: "KRnet" 
> Cc: "Ray_pilot" 
> Subject: Re: KR> Pandemic KR Flyin #6 - KARG in Walnut Ridge, AR
>
> you guys are killing me with jealousy.
> Panel view was perfect.
>
> Ray_pilot
> New Orleans
>


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Re: KR> Mt Vernon

[Jeff Scott via KRnet]

I'll be over there Thurs - Sun in the RV.  That's the motorhome type of RV.  
Stop by for a soda or cold water, or a cold barley soda if you won't be flying.

-Jeff Scott

>
> 
> > I'm planning to be at MVN on Friday.  My wife hasn't flown anywhere further 
> > than an hour this summer, and wants to verify there are other pilots out 
> > there as cheap as me!
> > We hope to be there Friday sometime, but if weather closes in, it might be 
> > Saturday.
> > Griff Pickett
> 
> 
> 
> What type aircraft are you flying?  I may try to fly the KR in on Friday 
> and drive Saturday when they are calling for rain Saturday PM.
> 
> Larry Flesner


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Re: KR> quiet out there

[Jeff Scott via KRnet]

There were 10 of us at the Light Sport Expo in Mt Vernon.  We had three 
afternoons and evenings of BS and fellowship and generally had a pretty good 
time.  Larry Flesner was the only one to fly in. Chris would like for us to 
consider holding the KR Gathering at the same time as the Light Sport Expo.  It 
seems the way the facilities are being used, it wouldn't be much of a problem.  
We had the campground to ourselves and the meeting rooms where we hold our 
seminars were also not in use.

My former KR is now home in Vancouver.  The new owner had a good trip and 
didn't seem to have any issues with the greatly feared winds and mountains out 
west.  He's now locked down in quarantine for having crossed into the massively 
infected US. :o)

Not much else for me to post since I am no longer a KR owner or pilot.  But I 
have been flying the wings off the SuperCub and am slaving away to get the RV 
in the air in the next few weeks.

-Jeff Scott
Arkansas Ozarks

Project build blogs and other interesting tidbits at 


> Sent: Wednesday, September 16, 2020 at 5:21 PM
> From: "Ed Janssen via KRnet" 
> To: "KRnet" 
> Cc: "Ed Janssen" 
> Subject: Re: KR> quiet out there
>
> I haven't seen any reports from the guys that were planning to go to the
> Expo in Mt. Vernon.
>
> Ed J.
>
> On Wed, Sep 16, 2020 at 5:17 PM jeb via KRnet  wrote:
>
> > Haven't seen a msg since 9/9 - ?
> >
> > too quiet, what's been happening?
> >
> > any mini flyins
> >


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Re: KR> Jeff's KR

[Jeff Scott via KRnet]

> Sent: Thursday, September 17, 2020 at 6:35 PM
> From: "Mike Stirewalt via KRnet" 
> To: krnet@list.krnet.org
> Cc: laser...@juno.com
> Subject: KR> Jeff's KR
>
> 
> Jeff said, 
> 
> "My former KR is now home in Vancouver."
> 
> Congratulations on managing this major transition of yours so smoothly
> and successfully - this in addition to the other projects you've been
> successfully handling in recent months.  You're an amazing person . . .
> Los Alamos lost quite a treasure.  
> 
> 

I don't know about losing a treasure, but they pay me a lot of money to stay 
away. :o)

With regards to transitioning my KR to it's new owner, it's probably worth a 
few lines to write up the process.  

Every time I have ever bought a plane, I just showed up and flew it home always 
figuring I'd learn the plane on the way.  That almost brought me to grief a 
couple of times as the planes sometimes had some issues I had not found during 
the quick pre-purchase inspection.  

Although my KR really didn't have any issues, like all planes, it did have its 
quirks and oddities.  Part of the deal with the new owner was that he wanted 10 
hours of dual with me in the plane.  With all the weight I have lost in the 
last year, the W&B calculations put us at gross weight and right at the back of 
the CG range (the 6" recommended range, not the 8" RR range listed in the 
plans).  In addition to that, the buyer had roughly 350 hrs total time and had 
never landed a conventional gear aircraft.  We did one demo flight so he could 
see the performance of the plane and feel it out a bit, then spent two days 
tearing the plane apart and did a spinner to tailwheel full inspection.  He 
drew an oil sample for oil analysis when I changed the oil and we cut the 
filter apart to look for metals.  The engine and airframe both checked out 
good, and the oil analysis came back with complements and high recommendations 
from the folks that did the analysis.  Then we got serious about training in 
the KR.  We flew a total of 8 hours of dual in the KR with me in the left seat 
and him learning TW and landings from the right seat with no brakes.  I did 
sent him out a few times to taxi the plane around to feel out the brakes and do 
some fast taxi work once he had the TW steering under control.  Following our 8 
hours of dual, he went to a flight school for 3 days of intensive Tailwheel 
Training with three different instructors in a SuperCub where he got to 
practice the techniques he had learned with me, except in slow motion in the 
SuperCub.  He came back with better TW and landing skills, and ready to apply 
his new found knowledge in the KR.  I told him if he could land the plane at 
gross and the aft end of the CG range, it would be easy once I got out of the 
plane.  We flew two more hours of dual at a nearby airport with long wide 
runways.  He showed me three good landings, then asked me to get out and let 
him fly it by himself.  He did three more greaser landings, then flew me back 
home.  That turned out to be my last ride in my KR.  Over the next week or two, 
he flew another 20 hours locally polishing his skills and waiting for better 
weather along his route home.  Once he felt that he was ready, he headed home 
anticipating a couple of days of weather delays.  But he also felt that he was 
ready to deal with the winds and altitudes in the mountains, which seemed to be 
a big concern to him.  With all the training and practice up front, his trip 
home was fun and uneventful.

My observations during his training was that there is good reason why the 
insurance companies have 10 and 25 hour thresholds for dual and training in a 
new aircraft before they want to insure it.  I could see very marked 
improvements in his skills as his training time progressed in the plane.  That 
training time made a big difference for his safety with the plane.  It was my 
goal to see that both he and the plane would be safe for the trip home.

-Jeff Scott
Arkansas Ozarks
Check up on my latest projects at 


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Re: KR> KR2 Manual Excerpt

[Jeff Scott via KRnet]

While I did like John and used the bottom of the firewall as the datum using 
the same logic in that the firewall will never move as long as this was a 
flying aircraft.  However, it has become more common now days to project a 
point some fixed distance forward from a fixed point on the aircraft.  For 
example, the datum might be 6' forward of the bottom of the front of the 
firewall.

So why add that complexity to the W&B calculation?  In time, people tend to 
forget that what goes in front of the datum is a negative number and what goes 
behind the datum is a positive number.  Even though it is a simple math 
calculation, positive vs negative errors seem to happen with great regularity.  
By using a point projected out in front of the aircraft, it keeps all the math 
positive.  Or more importantly, when removing equipment, it keeps you from 
needing to subtract a negative number and eliminates the most common mistake 
made when recalculating or updating the W&B on an aircraft.

It's just food for thought.

-Jeff Scott
Arkansas Ozarks
See my latest projects at 



> Sent: Monday, September 21, 2020 at 5:38 PM
> From: "John Bouyea via KRnet" 
> To: "'KRnet'" 
> Cc: "John Bouyea" 
> Subject: KR> KR2 Manual Excerpt
>
> In an effort to improve aviation safety and reduce the chance of calculation
> errors, attached is an excerpt of the KR2 Wt & Bal procedures.
>
> If you don't have the entire manual, this isn't going to help much.
>
>
>
> John Bouyea
>
> N133RM KR-2S - imported, fixed & flying
>
>   www.bouyea.net/cur_proj/N133RM
>
> OR81/ Hillsboro, OR
>
>
>
> ___
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Re: KR> skysports capacitive fuel senders?

[Jeff Scott via KRnet]

Larry,

Those are a simple cork gaskets with 5 holes in them for the 3/16" screws/bolts 
and one hole in the center for the 1/4" tube to stick through.  You can buy 
cork or a better fuel proof gasket material and make a new gasket easily 
enough. Any decent autoparts store will carry gasket material. 

-Jeff Scott  


> Cc: "Flesner" 
> Subject: KR> skysports capacitive fuel senders?
>
> 
> Here is a challenge for netters.  From whom and how do I obtain gaskets 
> for my SkySports capative fuel senders.  No one that sells them list 
> gaskets separately.  I've contacted A.S. but no reply at this time.  I 
> think the one in my left wing is leaking after 15 years as I see no 
> evidence of fittings leaking or any other source of the very minor leak 
> unless the tank has sprung a leak, which I doubt.  My guess is the 
> sender gasket.  I'll have to pull the wing to verify and check for other 
> possibilities.
> 
> Larry Flesner


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Re: KR> Challengers, etc.

[Jeff Scott via KRnet]

Personally, I think everyone should have one of each.  One speedy traveler, and 
one low and slow.  

My dentist once asked me, "Why two planes?"  My answer, " 'cause I can't afford 
3 yet!"  Duh...  If I had sufficient hangar space, I'd be shopping for a 2 seat 
biplane to go along with the other two.  It's probably best that I don't have 
more hangar space.  :o)

-Jeff Scott
Arkansas Ozarks



> Sent: Saturday, October 17, 2020 at 12:08 PM
> From: "Oscar Zuniga via KRnet" 
> To: "krnet@list.krnet.org" 
> Cc: "Oscar Zuniga" 
> Subject: KR> Challengers, etc.
>
> Larry; the guys standing in green grass over on this side of the fence always 
> want to be in the green grass over on that side instead, and vice-versa.  I'd 
> love to be able to fly cross-country in a 160 MPH fast glass airplane with an 
> enclosed cockpit and cabin heat, up at 10,000'.  Instead, I rarely get over 
> 2500' in my open-cockpit, 70 MPH Pietenpol that I can only sit in comfortably 
> for about 2 hrs.  Many of the benefits that I get from owning and flying my 
> experimental are the ones that you're looking for in your Challenger.  I fly 
> a Light Sport aircraft under Basic Med, I enjoy the sights and smells flying 
> slow down low, the high wing on the airplane lets me see everything down 
> below, behind, and ahead.  My certified Jeff Scott-built A75 burns 4 gal/hr 
> of anything I care to put in it (but I fly it on 100LL exclusively).  
> Liability insurance is one dollar a day.  I have no battery, no starter, no 
> electrical system, no ADS-B or transponder, no radio except a handheld.  My 
> takeoff and landing checklists are three items long, and any passenger who 
> can stuff themselves into the front cockpit is good to go because they sit 
> directly on the CG and cannot over-gross the plane if they can fit into it.  
> If I'm careful and it's not too hot or high, I can land and take off in the 
> length of a football field.  The plane stalls power-off at about 35-37 
> indicated.  Thousands of examples of the design have been built and flown 
> successfully and inexpensively since 1929.
> 
> What I can't do with it is do my own annuals, go fast, fly high, or stay warm 
> ;o)
> 
> Oscar Zuniga
> Medford, OR
> Air Camper NX41CC, A75 power
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Re: KR> Main gear axle nut torque specs

[Jeff Scott via KRnet]

I lay a 2x4 block over and under the gear leg and clamp it on with a pair of 
big C clamps.  Then I use a floor jack to jack the plane by the C clamps on the 
gear leg.  It never leaves so much as a mark on the gear legs.

As for torquing the axle nuts, I turn them down until the wheel bearings start 
to bind a bit, then back it off to the first hole for the cotter pin where the 
bearings are not binding. You don't want the bearings to be creating a lot of 
drag, but you also don't want them to be loose enough to rattle either.

-Jeff Scott
Arkansas Ozarks

> Sent: Monday, October 19, 2020 at 11:48 AM
> From: "Jeff York via KRnet" 
> To: "John Bouyea" 
> Cc: "Jeff York" , "KRnet" 
> Subject: Re: KR> Main gear axle nut torque specs
>
> I have never came up with a good way to jack my plane up. I have a nice
> floor jack but how have you or anyone here jacked up their KR2 in the main
> gear.?
>
> Jeff York
>
> On Mon, Oct 19, 2020 at 12:43 PM John Bouyea  wrote:
>
> > We do it "snug enough so wheel slows and stops spinning after liftoff and
> > then tighten to the next cotter pin hole."
> > John Bouyea
> > N133RM KR-2S - imported, fixed & flying
> > www.bouyea.net/cur_proj/N133RM
> > OR81/ Hillsboro, OR
> >
> > -Original Message-
> > Subject: KR> Main gear axle nut torque specs
> >
> > Hey folks, I am replacing my main gear axle nuts with wheel pant axle nuts.
> > Does anyone here know the torque specs on the main gear axle nuts ?
> >
> >
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Re: KR> Re: cork / 100LL

[Jeff Scott via KRnet]

 
 FWIW, the cork fuel gauge gaskets in my KR were 23 years old when I sold it a couple of months ago and never had an issue.  They were exposed to 100LL, 80/87, and lots of Mogas, including the same crappy mogas that delaminated the tanks in my SuperCub.-Jeff--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 10/23/20, 9:13 AM Flesner via KRnet  wrote:

  On 10/23/2020 9:05 AM, Randall Smith via KRnet wrote:
   > gasket hit swollen up right out of the hole.
  
   ++
  
   I can only guess there was something about the material used that caused
   a problem.  Lesson learned I guess is test gasket in fuel before use.  I
   had no problem with supplier gasket or material I used to make a gasket.
  
   Larry Flesner
  
  
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Re: KR> Propellers

[Jeff Scott via KRnet]

Yes.  I am apoplectic, but it goes good with my morning coffee.  :o)  There's a 
lot more going on here than just the throttle position and pitch of the prop.  
Things like drag and torque curve are really important in this discussion.

What you say is correct in many regards, but some assumptions likely are not.  
In your test example, going to more coarse prop on your plane to further load 
down the engine is likely to further reduce your fuel burn, but your assumption 
that you are going to be making the same speed is likely incorrect.  Your 
engine output is going to be lower on the torque curve while trying to pull the 
same amount of drag through the air.  That equals lower speed.  I don't know 
what the VW torque curve looks like, and that varies significantly from engine 
to engine depending on displacement, heads, valve size, camshaft and exhaust 
design.  Once you reach the peak of the torque curve, more RPMS is just what 
you describe, flailing the prop generating noise and heat, but you are in the 
range of diminishing returns, not because the engine doesn't have more output, 
but because the additional output is lost to additional drag being generated as 
the speed goes up.

As for running full throttle all the time, that works well with some types of 
induction, and not so well with others.  The VWs have a long enough induction 
system that I would expect the mixture to the cylinders to be reasonably even 
with the carb at full throttle. Of course this depends on the induction system 
and carb as well.  This is not necessarily true for all engines.  The O-200 
Continental is a good example.  The Marvel carb tends to have an uneven mixture 
depending on the direction of the air flow from the spider mounted to the top 
of the carb.  That makes for an uneven fuel distribution to the cylinders.  
Additionally, the MS carbs are designed to dump more fuel through the carb at 
full throttle to augment cylinder cooling and to prevent detonation.  Pulling 
back the throttle enough to drop just 1/4" of Manifold pressure will make for a 
much smoother running engine with more even CHTs while yielding a significant 
drop in fuel burn with very little loss of power and speed.  Getting the 
throttle plate in the way of the airflow tends to cause a bit of turbulence in 
the carb and makes it mix better.  MS also sells a different main discharge 
nozzle (pepperbox nozzle) that is supposed to help the carb to do a better job 
of mixing the fuel/air better at full throttle.  I didn't have mine modified 
with this nozzle, although it likely would have helped.  While you can pull the 
mixture back to reduce fuel burn at full throttle, I found that pulling the 
throttle back a bit in conjunction with proper leaning produced a much 
smoother, leaner running and happier engine.

I find the carbureted Lycomings to have much more even fuel distribution at 
full throttle, so they will run smoothly at full throttle setting, but will 
burn a lot of fuel unless you pull back the throttle enough to close off the 
economizer/enrichment valve.  I would guess they would be happy running lean at 
altitude at full throttle.  I haven't operated mine that way as it's just a 
waste of fuel to thrash like that in the SuperCub.  I may try a trip or two 
like that in the RV to see what it will do for economy.  Past experience tells 
me the injected Lycomings with constant speed props like to run as Mike 
describes; full throttle at altitude with a lean mixture and the prop loading 
them down to a good cruise RPM.  

As a general statement a longer prop does perform better for take off and 
climb.  It doesn't necessarily work better for cruise.  In the SuperCub world, 
the guys love the long props for getting off the ground as short as possible.  
And they work great for that application.  But generally speaking, they usually 
give up 10+ mph of cruise speed to get that take off performance.  There is 
always a trade off.  On my KR, I sent one prop back to the manufacturer to have 
some pitch taken out of the prop.  The manufacturer cut 2" off the diameter 
instead.  While cutting down the diameter of the prop did produce the 
additional RPMs I wanted for cruise, it killed the take off performance of the 
plane.  I could tell the difference just taxiing the plane on the ground before 
I ever flew it.  The prop was effectively ruined for my application.  

As Mike correctly points out, when props are making a huge amount of noise like 
a T-6 on take off, the tips are either approaching or are supersonic.  The drag 
on those tips is tremendous and generally a waste of power.  Even before you 
get trans-sonic with the tips, you get into an area of compressibility where 
the prop tips are generating so much drag just to compress the air that they 
aren't making a lot of thrust.  Additionally, the forward speed of the aircraft 
has to be added into the equation of the prop tip speed.  But, without actually 
doing the math, I don't think t

Re: KR> Propellers

[Jeff Scott via KRnet]

> Cc: "Flesner" 
> Subject: Re: KR> Propellers
>
> On 10/24/2020 4:19 PM, Mike Stirewalt via KRnet wrote:
> >> "Of course this depends on the induction system and carb as well."
> 
> 
> 
> Jeff,
> 
> Any thoughts on getting a better mix from my M.S.?  My #1 cylinder seems 
> to run a bit rich.  I normally cruise pulled back to 2400/2500 rpm.  
> Other cylinders look "reasonable".  Any "tornados" or other devices on 
> the market?
> 
> Larry Flesner

My experience says it mixes reasonably well once you get back off from full 
throttle.  I'm not a fan of adding turbulators into the intakes.  It mixes 
better, but also effectively lowers your manifold pressure, so you might as 
well just throttle back some and let the throttle plate disturb the air.  The 
intake Spider combined with the MS Carb doesn't do a great job of even fuel/air 
distribution.  You could think about an Ellison or Rotec throttle body if you 
want to knock yourself out trying to fix it.  But it's really kind of the norm 
for the small Continentals.  I've never seen one that ran a really even fuel 
mixtures.

-Jeff


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Re: KR> Propellers

[Jeff Scott via KRnet]

>
> Jeff said,
>
> > "If the current owner ever sends that prop back to Prince for repair,
> he might want to have Prince add a bit of pitch into the prop."
>
Mike said,
> Mainly I wanted to say that putting pitch into an already existing prop
> is pretty problematic/difficult.  Sterba said he tried to do it with the
> 52 x 52 but there was no difference in performance.
> Mike
> KSEE
>

Remember the Prince prop has more to it than just wood.  Lonnie Prince says 
it's no problem to adjust the pitch up.  If I remember right (from 12 years 
ago), he told me he would rather add pitch than take pitch out of a prop.  I 
didn't ask about the process, but I would assume they fill some on the blades 
before wrapping it with CF again.

With a wood prop, it's difficult to add pitch by cutting away wood and it's 
generally not acceptable to try to add wood to a wooden prop.  As you say, that 
is indeed problematic.  Even removing pitch by cutting back the airfoil, you 
end up with a different airfoil from what would have been originally planned 
for that length and pitch.  So there's a bit of guess work involved when 
reducing pitch and the efficiency of the prop is typically not as good as if 
the prop maker had planned the prop to be that length and pitch from the start.

-Jeff Scott
Arkansas Ozarks

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Re: KR> Riv-nuts / poly-nuts

[Jeff Scott via KRnet]

FWIW, I detest those darned rivnuts.  The only ones you want to use are keyed 
so they won't slip.  Otherwise, they are really bad about slipping at the least 
convenient time, often times leaving you with a bit of a problem since they are 
usually installed in a "blind" area where you can't get to the back side to 
hold them when they slip.  If you must use one, only use a keyed rivnut.  I 
would rather attempt to helicoil the thin aluminum plate than create a future 
problem by use of a rivnut.  

-Jeff Scott
Arkenasas Ozarks



> Sent: Monday, October 26, 2020 at 6:14 PM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: Re: KR> Riv-nuts / poly-nuts
>
> 
> Here is the puller I purchased.  Looks like I got a deal at Menards.  It 
> is double that price from other suppliers.
> 
> https://www.menards.com/main/tools/hand-tools/staplers-staples-rivet-tools/surebonder-reg-threaded-insert-tool/8510/p-130629190-c-9164.htm?tid=-1&ipos=1
> 
> Larry Flesner


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Re: KR> Riv-nuts / poly-nuts

[Jeff Scott via KRnet]

You'll only get a couple of threads in it, but that's all you had before.  You 
may have to cut down the helicoil depth. I've not tried to thread that thin of 
a plate before, but I do know I would not install a rivnut in that application.

> Sent: Monday, October 26, 2020 at 7:20 PM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: Re: KR> Riv-nuts / poly-nuts
>
> On 10/26/2020 7:09 PM, Jeff Scott via KRnet wrote:
> >   I would rather attempt to helicoil the thin aluminum plate than create a 
> > future problem by use of a rivnut.
>
> +++
>
> Is it possible to helicoil a 1/8" aluminum plate?
>
> Larry Flesner
>
>
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Re: KR> Riv-nuts / poly-nuts

[Jeff Scott via KRnet]

I can think of 3 options.  I don't know that you can't helicoil the plate.  I 
haven't tried to do one that thin, but if you can thread it, you should be able 
to helicoil it.  The challenge isn't threading or inserting the helicoil, but 
to break off the tang once the helicoil is in.  If the helicoil is deep enough 
and the bolt is shallow enough, you could just leave the tang on the helicoil 
and be done with it.  Another option is a Te-Co thread insert.  Insert it with 
some resin to help it seal and take a set (it is supposed to already be resin 
coated)  There is no tang to break off, so just put it in deep and let it take 
a set.  It should hold nicely with the larger threads and the 3/16" bolts will 
have steel threads to run into.  You could also replace the mounting plate.  I 
know that is not a pleasant thought, but is an option.

-Jeff

> Sent: Monday, October 26, 2020 at 7:53 PM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: Re: KR> Riv-nuts / poly-nuts
>
> On 10/26/2020 7:34 PM, Jeff Scott via KRnet wrote:
> > You'll only get a couple of threads in it, but that's all you had before.
>
> What are my other options besides helicoil and rivnut / poly-nut?
>
> Larry Flesner


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Re: KR> Riv-nuts / poly-nuts update

[Jeff Scott via KRnet]

> 
> 2. Question. would the Helicoil be as effective as the Keenserts in this 
> application?  What thread size is the outside of the 3/16 insert and 
> would there be enough threads in the hole to hold? Can I drill the 
> threads out of present holes and have enough material to thread a 3/16" 
> Helicoil?  I can get Helicoil kit with 12 inserts, tool, and tap at the 
> local auto store.  Keenserts availability?  I'd like to get flying again 
> this weekend.
> 
> https://www.oreillyauto.com/detail/b/heli-coil-3878/tools---equipment-16488/hand-tools-16814/cutting---drilling-tools-16542/thread-repair-16906/heli-coil-inserts-19596/ecce6617012f/heli-coil-10-32-inch-sae-thread-repair-kit/55283/4368725
> 

The helicoil will be stronger than the original threads.  The question is 
whether you can break off the tang on a helicoil in such a shallow hole without 
damaging the helicoil itself.  Try it on a test piece first.  Is it strong 
enough?  I don't know.  But I do know it is significantly stronger than the 
original threads. The same is true for almost any kind of thread insert.

-Jeff



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Re: KR> Riv-nuts / poly-nuts update

[Jeff Scott via KRnet]

The tang is driven in first with the installation tool and would be on the 
inside.  Space your bolt length and washers just right, and maybe you won't 
need to break it off. Try it on a test piece first so you know how deep you can 
go and whether breaking it off can be done.

-Jeff

>
> On 10/28/2020 4:41 PM, Jeff Scott via KRnet wrote:
> > The question is whether you can break off the tang on a helicoil in such a 
> > shallow hole without damaging the helicoil itself
> 
> 
> lf I size the bolt right do I need to break the tang?  Seems like the 
> helicoil will go further in to the hole than the bolt needs to, unless 
> I'm missing something.  Does the tang go in first or last?  I'll buy the 
> kit and figure it out.
> 
> Larry Flesner


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Re: KR> rear spar change for diehl skins?

[Jeff Scott via KRnet]

You'll just have to fabricate new attach fittings for the rear spars.  The 
forward sweep of the aft spar in the wing is different with the Diehl skins 
from the plans configuration, so the rear spar attach fittings don't line up 
properly.  At least that was my experience.  You really need nothing more than 
some straps of 4130 the same size as the ones called out in the plans and a 
drill press to drill the holes.  

-Jeff Scott

> Sent: Monday, November 02, 2020 at 2:22 PM
> From: "Kayak via KRnet" 

>
> I read Jeff's pre-buy post that Mark L referenced, and found this:
> 
> *"He [seller] explained that the Diehl wing skins require the rear spar to
> be swept slightly more forward than the stock wings. This won't allow you
> to use the rear spar attach fittings from RR and that I would need to
> fabricate a new set of rear spar attach fittings."*
> 
> My project is a well-done (30+ years ago!) KR1 boat stage, and I purchased
> an old unused set of Diehl skins. It's a good start.  But before this goes
> by, what might I have to change regarding rear spars to use the Diehl skins
> with this boat state  project?  (I will file the replies with my hundreds
> of other helpful saves from this list)   😀
> 
> thanks


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Re: KR> New to the group

[Jeff Scott via KRnet]

Chad,

Where are you located in Kansas?  There are a number of us around the area that 
get together every now and then.  Rob is in Lee's Summit.  Terry is in Marion.  
Roger is in Tulsa.  And I'm over in Arkansas.  Roger, Rob and I got together 
last weekend in Lamar, Missouri for lunch.  Hope you're close enough that you 
can join in occasionally.

-Jeff Scott
Arkansas Ozarks

> Sent: Thursday, November 12, 2020 at 4:42 PM
> From: "Chad Robertson via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Chad Robertson" 
> Subject: KR> New to the group
>
> Thank you for letting me join. My name is Chad Robertson. I have just got a 
> KR 2. I live in se Kansas.  I am looking forward to learning as much as I 
> can.  Thank you once again
>


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Re: KR> Another KR joins the team

[Jeff Scott via KRnet]

Congrats!  With the care we've all seen you putting into the construction, this 
is no doubt another really good KR and you're going to have a great time with 
it.

-Jeff Scott
Arkansas Ozarks

> Sent: Thursday, November 12, 2020 at 6:40 PM
> From: "Christopher Pryce via KRnet" 
> To: "KRnet" 
> Cc: "Christopher Pryce" 
> Subject: KR> Another KR joins the team
>
> Netheads,
>
> I am pleased to announce that 722KC passed inspection today after 8 1/2
> years of construction. The first flight will be coming soon after I get
> some more stick time in a taildragger for currency.
>
> Chris Pryce
> Vacaville, CA


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Re: KR> Elevator Trim Adjustment

[Jeff Scott via KRnet]

If you are using the Nyrod trim as shown in the plans, it seems to be a bit 
problematic.  I installed the Mac (now Ray Allen) trim servo in my KR when I 
was building.  When I rebuilt the tail at a later date I tried a spring assist 
trim, that really didn't work.  I later retrofitted a new Ray Allen trim servo 
into the elevator and used the old Mac servo to operate the cowl flap.  Neither 
servo ever gave any issues, and have always been rock solid.

I used a similar push/pull type trim control per plans when I built my SuperCub 
Clone.  It was functional, but eventually broke while trimmed nose down.  A 
lose trim control can go into a violent flutter, which is what happened on the 
Cub.  I also converted it to a Ray Allen servo, which has served me well for 
the last 8 years.  The RV also has Ray Allen servos for both Elevator and 
Aileron trim.  It's simple and will put an end to your trim woes.  

Retrofitting the Ray Allen trim into a KR elevator is shown in reasonable 
detail on my web site at .  I had the 
elevator off to do the retrofit, but that was just a convenience since mine was 
removable.  But it could just as well be done with the elevator still mounted.  
It would just require a lot more time laying on your back on the floor. 

-Jeff Scott
Arkansas Ozarks

> Sent: Tuesday, November 17, 2020 at 2:59 PM
> From: "Samuel Spanovich via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Samuel Spanovich" 
> Subject: KR> Elevator Trim Adjustment
>
> Hey guys; this weekend if the weather cooperates I am going to try to correct 
> an issue that I’ve had for quite some time now. 
> 
> It seems that my elevator trim is not doing its job properly. Whenever I am 
> flying by myself, the plane will nose over slightly when I release the stick, 
> even with full up elevator trim.  When I have a passenger, and am approaching 
> gross weight, the issue is still there but not nearly as bad due to the CG 
> being further aft. 
> 
> I took a look at my trim last time I was up at the hangar, and even with full 
> up trim, the trim tab moves a lot.  I understand it is supposed to move 
> slightly as the elevator travels down and up, but this feels way more “loose” 
> than anything; I can basically move the trim tab full deflection up and down 
> at all times, even with full up trim.  
> 
> I was curious if anybody has had this same issue, and if so, is there an easy 
> fix for it?  I’ve essentially just ran out of elevator “up” trim.  Would this 
> just be a matter of tightening the trim tab cable so the trim tab is more 
> sturdy, or is this something aerodynamic related to the Stock KR2S that would 
> require major modifications? 
> 
> I do not mind having my hand on the stick the whole time, but my fear is if 
> the elevator cables were to ever fail in flight, I would have zero redundancy 
> for the flight controls. If my trim tab was adjusted correctly, and the 
> cables were to fail, I could (in theory) use the trim tab to give me some 
> influence of pitch and at least make an effort to get to a runway.   
> 
> Any help would be greatly appreciated.
> 
> For reference; 
> 
> -Stock KR2S; RAF48 airfoil. 
> 
> ~650 lbs empty 
> 
> -Revmaster 2100D; battery forward of firewall
> 
> -CG is near the forward limit when completely empty.  
> 
> V/R
> 
> Sam Spanovich
> N6399U
> 74S, Anacortes WA
> ___
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Re: KR> Elevator Trim Adjustment

[Jeff Scott via KRnet]

I used the T3-12A model in all three planes as well as the aileron trim in the 
RV.  My reasoning follows:  The slower you go, the less effective your trim 
becomes.  So, for your trim to be effective enough to have a shot at landing 
the plane with trim only (A requirement I set for mine), you need to have a 
longer throw to get as much nose up trim as possible for slow speed.  Mine 
would not have been easy to land with trim only if the elevator control rod had 
fallen off, but it certainly would have been survivable and likely could have 
done so without damaging the plane.  I never actually followed through on a 
landing with trim only, but did test it down the approach to prove it could do 
so.

-Jeff Scott
Arkansas Ozarks.

> Sent: Wednesday, November 18, 2020 at 1:12 PM
> From: "Samuel Spanovich via KRnet" 
> To: "krnet@list.krnet.org" 
> Cc: "Samuel Spanovich" 
> Subject: Re: KR> Elevator Trim Adjustment
>
> Wow, thank you very much for the quick replies; 
> 
> While I have not looked at the problem or system in detail (will get to it 
> Friday or Saturday work permitting), I can say from the few times I have 
> looked at it, the trim tab is connected to a cable (nothing special, just a 
> normal every day cable you would find in something like a go-kart throttle 
> system).  From there, the cable is tightened/loosened by a small handle that 
> can be rotated clockwise or counterclockwise.  Tightening the cable will pull 
> the trim tab down, giving you nose up trim, while loosening the cable 
> releases this pressure, which allows the trim tab to move upwards, giving you 
> essentially nose down trim.  
> 
> I never thought much about it at first (other than that it was very 
> simplified), however after hearing your guy’s replies and doing some reading 
> these past couple days, I am actually surprised that for two years now, both 
> A&P’s performing my conditional inspection made no mention of this very 
> simplistic design and signed the plane off as airworthy.  
> 
> Mostly in part to your guy’s advice, and also from reading too many good 
> reviews about the product, I am going to order one of the Ray Allen Trim 
> Systems and fix the problem once and for all.  
> 
> My next two questions (for Larry and Jeff), what model of the Ray Allen Servo 
> did you get?  I noticed there are three models: the T2-7A, T2-10A, and the 
> T3-12A, which have 17mm, 26mm, and 31mm of travel respectively.  Larry, I 
> noticed you used the T2-10A model, and it has obviously worked out for you.  
> Jeff Scott, which model did you choose?  Ray Allen recommends the T2-10A for 
> the KR-2; just wanted to see if you used anything different.  
> 
> Secondly; judging by the pictures, it appears you guys mounted the trim tab 
> in the elevator section by screwing 4x screws into the wood section in the 
> elevator. As far as actually mounting the unit goes, is that about all there 
> is to it, or is there more to the installation than that?  Before I go 
> cutting into the elevator, I want to make sure I have a solid plan of what to 
> expect.  
> 
> Again, thank you everyone for all the help; Once I receive the Ray Allen 
> System, and get to installing it, I will post back here with results.  
> 
> V/R
> 
> Sam Spanovich
> N6399U
> 74S, Anacortes WA
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> https://www.mail-archive.com/krnet@list.krnet.org/.
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Re: KR> First Flight N729PK

[Jeff Scott via KRnet]

Congratulations Pete.  This is an email that has been decades in the making.  I 
think I can safely say we are all thrilled for you!

-Jeff Scott
Arkansas Ozarks

> Sent: Wednesday, November 18, 2020 at 3:39 PM
> From: "Pete Klapp via KRnet" 
> To: "KRnet" 
> Cc: "Pete Klapp" 
> Subject: KR> First Flight N729PK
>
> Netters
>
> YEE HAH!  Yet another KR-2S has joined the flying fleet!!! Flew for about 
> one hour twenty minutes. Yes KR's are pitch sensitive but we were able to 
> adjust. Returned to Mother Earth no worse for wear and tear. Will repeat as 
> weather permits.
>
> Pete Klapp, N729PK,
> Canton, OH  (330)-388-2074


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Re: KR> Big brother is watching

[Jeff Scott via KRnet]

For those concerned about people monitoring your movements with ADS-B, read up 
on this Privacy program the FAA has implemented, provided you are using 1090ES 
Out rather than UAT Out.



Big brother will still know who you are, but the various tracking sites will 
not.

-Jeff Scott
Arkansas Ozarks


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KR> Safety Belts for sale

[Jeff Scott via KRnet]

I just replaced the safety belts in my RV with new Crow Harnesses.  So, I have 
two sets of Hooker 5 point harnesses for sale.  These harnesses have pull up 
lap belts, pull down shoulder harnesses, and an antisubmarine (crotch) strap 
with latch and link system to buckle the belts.  $125 includes shipping to 
anywhere in the US.  Reply directly to me at 

-Jeff Scott


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Re: KR> Belly boards and/or Flaps

[Jeff Scott via KRnet]

I added flaps to my KR after 500 hrs of flying with no deployable drag, then 
flew it another 900 hours after the flap installation.  My flaps were 
significantly larger than the "stock" flaps as mine hinged just aft of the rear 
spar and deployed down to 38°.  They were the width of the stub wings.  They 
made a huge difference in the approach and landing of the aircraft.  As 
mentioned by others, initial flap deployment of about 15° caused a nose up 
pitching moment.  More than 15° resulted in more drag than lift, so didn't 
really cause the plane to pitch any further, but did create a lot more drag.  
With flaps deployed, my approaches were nose down enough that I always had a 
good view of the runway.  Without flaps, the runway was always hidden under the 
nose while flying the approach.

My installation could have very easily accommodated the installation of a belly 
board to actuate with the flaps from the same torque tube had I deemed it 
necessary.  Details of the installation are on my web site at 
"http://jeffsplanes.com/KR/Flaps.html";  

-Jeff Scott
Arkansas Ozarks

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KR> Continental Prop seal/ O-200 for sale

[Jeff Scott via KRnet]

+++
> 
> Mark,
> 
> If you were flying a Continental it would sling all that oil out without 
> having to drill holes in the case. 😂
> 
> Larry Flesner
> 

If your Continental is slinging oil out of the prop seal, you likely failed to 
comply with Continental SB-76-4.  I use the technique outlined in the SB on 
both Lycoming and Continental engines.  They simply don't leak if installed 
correctly.

FWIW, I have an O-200-A currently torn down that can be had pretty 
inexpensively if someone wants to build their own.  Or, I will build it for you 
for the cost of the parts.  As is, this engine would be for "experimental only" 
as it has a crankshaft from an APU with a 3" prop extension to adapt it to a 
SAE-1 hub.  It will come with magnetos minus harnesses, and an unused Ellison 
Throttle body. Just add starter, alternator and ignition harness and it will be 
ready to fly.  You can have it built the way you want it for my cost, or once I 
finish it, I'll be selling it at cost.

Contact me off line at  if you're interested.

-Jeff Scott
Arkansas Ozarks

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Re: KR> I might be beating a dead horse but......

[Jeff Scott via KRnet]

I am not using a turbo or a VW...  However, you might want to look at something 
like the Turbo Wastegate Controller for a Subaru.  It's a simple diaphragm that 
uses a line from the intake manifold to pressurize the wastegate controller, 
which will open the wastegate to regulate the intake pressure.  Hopefully the 
small .jpg I attached will make it through for you to see a photo.  These are 
available on Ebay for less than $30.  Just search "Subaru wastegate 
controller".  Maybe one of the Subaru guys can tell you the pressure setting 
where it opens the wastegate.

The complete system configuration and setup can be seen at 


-Jeff Scott
Arkansas Ozarks



> Sent: Saturday, February 13, 2021 at 11:22 PM
> From: "John Gotschall via KRnet" 
> To: "KRnet" 
> Cc: "John Gotschall" 
> Subject: KR> I might be beating a dead horse but..
>
> Is there anyone out there besides me still running a rayjay turbo on a vw
> 2180 vw aero conversion?
>
>
> So I have not flown mine yet.  I bought a generic exhaust waste gate and am
> having trouble figuring how to cause it to limit boost to around 33"
> mercury absolute.
>
> Has anyone done this?
>
> I know this old rayjay was selected so it would not be runaway crazy,
> should be the pilot can regulate it manually ...but i have already flipped
> one airplane due to exceeding pilot workloads and I don't want to be the
> guy who "missed that" again.  Let the machine do automatically I say.
>
> So hey if you have some way to limit boost on the rajay, let me know!
>
> BTW, my carb is before the compressor turbine so all my intake manifold
> pressure samples are highly flammable!
>
>
> thx
>
> jg
> ___
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> https://www.mail-archive.com/krnet@list.krnet.org/.
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KR> Aircraft Wiring

[Jeff Scott via KRnet]

Everything you need to know about aircraft wiring, electrical loads, losses in 
the wiring, wire size, breaker size, fuse size, etc is all contained in AC 
43.13-1B, Chapter 11.  This is a book that is available for free download as a 
pdf, or can be purchased in print from most any book vendor, both new and used. 
 This book is referred to as the Aviation Maintenance Technician's Bible and 
should be in every shop.

There are little tidbits in there that are important: For instance, one might 
need to use a different gauge wire if it is in a wire bundle than you would use 
in free air.  Length of the wire run may affect the recommended wire size.  
Wiring should always be rated for more load than the fuse or breaker it is on.  
The breaker is not there to protect the electrical devices.  It is there to 
trip at a lower rated amperage than the wire in order to keep the wire from 
potentially burning or causing a fire.  And, of course, we are all using wire 
with Tefzel insulation as it resists melting and is not toxic if it burns.

It's all there in AC 43.13, along with a lot of other really good stuff that 
will answer questions about almost anything related to Aircraft Acceptable 
Methods, Techniques, and Practices.

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> Instrument Panel for my KR2S

[Jeff Scott via KRnet]

 


Guys, losing GPS signal does not negate the function of the CURRENT sectional maps on your GPS navigation device.  If you have a primary, then a backup on your phone with some battery life, the whole satellight constellation can crash, but you will still have your sectional maps on your electronic devices.  The device may not know where you are on the sectional, but it's the same sectional as you are buying in print.  Revert back to flying the map, even if it is on an electronic device.  No need to haul expired paper around with you.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Monday, March 21, 2022 at 2:37 PM
From: "Michael Quinn via KRnet" 
To: "KRnet" , "fenghs...@gmail.com" 
Cc: "Michael Quinn" 
Subject: Re: KRnet> Instrument Panel for my KR2S



I agree (especially on less than familiar areas!) - but we should all be using flight following for that too (shamefully, I do not - I will do better at this!)

 

Even slightly expired maps will get you to an airport that you can feel comfortable landing at (frequency and general information available - and visual fly over to check for the (unfortunate all to getting common) big "X" at the ends of the runway

 

Safe flying all ya'll - keep your eyes outside the cockpit!

 

M.

 


From: KRnet  on behalf of Dr. Feng Hsu via KRnet 
Sent: Monday, March 21, 2022 2:23 PM
To: KRnet 
Cc: Dr. Feng Hsu 
Subject: Re: KRnet> Instrument Panel for my KR2S

 



Luis，
 

I would still recommend to bring a sectional chart in the cockpit whenever you flying (even with your kind of modern avionics installed), as you cannot rely on electronics completely for VFR navigation. Yes, you may well have two independent GPS sources but a "solar wind" burst or a MMOD debris strike can easily knock out a satellite or a number of satellites in no time, needless to mention the possibility of one of our GPS sat to be disabled by adversarial act in earth orbit. And the likelihood of such an event is not extremely remote at all, given the bad situation unfolding in Ukraine

 

Safety first my friend!

 

Dr. Hsu

 


On Mon, Mar 21, 2022, 12:53 PM Luis Claudio via KRnet  wrote:




 

Michael I took your picture and put it up next to mine and its really amazing how these things have changed aviation. There is a sense of complacency in the electronic gadgets, I still have two independent GPS sources, my ADS-B and a AvMap IV which has its own GPS and power supply, I might get lost but I will be the best informed lost guy in the air...

 

Luis 

 




On Monday, March 21, 2022, 12:14:22 PM CDT, Michael Quinn via KRnet  wrote:

 

 




I started flying the magenta line - and got a "blip" where I had lost my ADSB-in!!!  I was completely lost for about 5 min (that is a LONG TIME in the air!).  I was so rusty on dialing my VORs (what is left of them) - and landed up getting some altitude and doing some dead reconning   I now carry paper maps (abet expired) will at least get me on the ground safely (I hope).

 

Love electronics - but man does it spoil you!!!

 

And the loss of that weight forward of CG  Need to go back to one of my older panels!!! (I really need to weigh that sucker - it HAS to be 50 lbs!)

 

M.

 

 

 



From: KRnet  on behalf of Luis Claudio via KRnet 
Sent: Monday, March 21, 2022 1:35 AM
To:  krnet@list.krnet.org ; G R Pickett 
Cc: Luis Claudio 
Subject: Re: KRnet> Instrument Panel for my KR2S

 




 

I agree on the blue lights... regarding the screens... you can either buy the harnesses or make them yourself... then it's just a matter of plug and play. You will still have to run your sensors from the engine compartment to the screen harnesses, but you have to do that no matter what. The real treasure in these screens is the ability to do data manipulation of your flight. Fuel calculations and usages, performance and other parameters of flight. In my case there is also the cheap addition of an autopilot which when fully set up will be priceless another advantage is weight reduction and space savings. My screens are less then 4" deep. Then there is the weight... an artificial horizon weights more than all of my screens combined.  The backup battery for the screens is a small Duracell that fits just about anywhere and is good for about two hours depending on which one you buy.

 

As Larry would say, your results may vary. 

 




On Sunday, March 20, 2022, 10:24:54 PM CDT, G R Pickett  wrote:

 

 





Now you’ve got me wanting a glass panel in my KR2!  Would you think it’s easier or harder than steam gauges to install?

Oh, and Joe’s comment about blue lights for night flight:  Blue seems terribly bright in a cockpit that’s all red and orange. I have a USB that plugs into my Cessna’s lighter that is blinding blue when charging my tablet. My KR will definitely 

Re: KRnet> Kr2 looking for a new home.

[Jeff Scott via KRnet]

 


I guess I don't understand why missing logs would be an issue.  I bought a wrecked RV-6 missing all the paperwork 2 years ago.  All I had to do was start new logs.  If the Airworthiness is missing, it only takes a phone call to your local FSDO and write up a letter requesting replacement of the airworthiness and operating limitations.  That's it.  You're back in business.  If the registration is also lost, Oklahoma City will replace that for you for $5.  But you don't even need the registration to sell the plane.  Only a bill of sale that you can download and print off the internet.

 

Hope that alays your fears for the future of this plane.  The missing papers and logs are all easily replaced.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Sunday, March 27, 2022 at 7:27 PM
From: "codylee.cramer via KRnet" 
To: "KRnet" 
Cc: "codylee.cramer" 
Subject: KRnet> Kr2 looking for a new home.



I have a KR2 sitting in my garage on full tri gear with vw engine mount. I also have a block machined by great planes to be a 2180 along with sleeves and pistons. No logs or knowledge of previous owner. Was complete and flying at one point but im afraid it may never fly again because of missing logs. Asking $1K for everything I have for it. Located in Middleburg, Florida. Call/Text 904-402-5406 Thanks 

 

 

 


Sent from my Galaxy


 

 
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Re: KRnet> Engine Replacement

[Jeff Scott via KRnet]

> Sent: Monday, March 28, 2022 at 2:00 PM
> From: "bjoenunley--- via KRnet" 
> To: "KRnet" 
> Cc: bjoenun...@gmail.com
> Subject: KRnet> Engine Replacement
>
> Who has a test flight program for an engine replacement?  Does anyone have 
> experience getting engine replacement approved?  Any advice is appreciated.
>
>   I am replacing a rotory  engine with a 360.
>
> Joe Nunley
> Yellow River Airport Florida

Joe,This depends on whether you are replacing the engine with the same model 
engine, a similar model, or something completely different.  And it is purely 
subjective with the FAA Inspector at your local FSDO.

If you are using the same model engine, you don't need to do anything more than 
a logbook entry. If you are changing to a different model engine, then write up 
the change, the call your local FSDO and ask to speak with an airworthiness 
inspector.  They will have you mail or email a copy of the modifications you 
made, then will assign you a new test period.  In most cases, the phase 1 test 
period is 5 hours for an engine change.  Or it can be up to as much as 25 
hours.  That is at the descretion of the airworthiness inspector based on 
whether he thinks this change will significantly impact the performance of the 
plane.  They will not want to come see it.  Your description is sufficient and 
they will assign a phase 1 test period based on your description of the change.

As many of you know, I changed engines, tail, added flaps, added numerous 
fairings, changed props several times, etc.  My KR went back into Phase 1 
testing several times over the years.  All of them were 5 hour test periods.

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> IFly on the 740 or Android

[Jeff Scott via KRnet]

> Joe Nunley wrote:
>
>  >> You mentioned you were moving to the iPad to run IFly rather than on
> the 740.   Why go with the IPad?  Do you need to have a paid
> subscription to have gps on the iPad? <<

Each of these devices have the strengths and weaknesses.  I use an old android 
tablet in one plane, a retired Android phone in the second plane, and an iFly 
740 in the third plane, then always have my phone with me as a backup if any of 
the above quits, which has happened due to overheating with both the iFly 740 
and the Android tablet.  That's a lot of bang for $100 annual fee from iFly!

As Mark points out, the Android boots much faster and is cheap and disposable.  
On the down side, it also overheats very easily in the sunlight and is not 
nearly as bright as the iFly screen for visibility in direct sunlight.  I had 
one Android overheat so badly the battery swelled to where it pushed the screen 
out the front of the device and the screen fell out.  But, it's cheap and 
replaceable, so no big deal.

I use an Android phone in another plane because the small space available in 
the cockpit doesn't leave me space enough for a 7" tablet. Otherwise, the same 
strengths and weaknesses as the Android tablets apply.

I equipped my planes with several USB ports.  The Androids, phones, Stratux, 
etc all plug into USB ports.  The iFly 740 requires 12V to their plug, or a 
cigarette lighter adapter, which is typically clunky and unreliable.  The USB 
power for the Andoids makes them much more portable for use in almost any plane.

I use an iFly 740 in the third plane.  It has a USB port that is configured to 
work with the NMEA socket in the software, so I can slave the Autopilot to the 
iFly GPS.  It knows how to fly the magenta line!  The iFly software for the 
Androids and iPads do not have the software sockets to talk to the serial ports 
for autopilot use.  The iFly 740 is much less heat sensitive than the Androids. 
 However, I have had mine fail in flight once thanks to direct sunshine causing 
it to overheat.  I had to use my phone as my backup nav device while I put the 
iFly in the shade next to an air vent to cool.  45 minutes later, the iFly was 
working again.  I now have a stick up sunshade I can move around the canopy to 
help shade it as necessary.

As a side note, the iFly 740B has a faster processor than the iFly 740, so 
boots up much faster and has a 30 minute battery reserve.  The price of the 
iFly 740b is now down to $499, so isn't outrageously expensive either.

Second side note: At one point in time you were supposed to be able to buy an 
AHRS device from Level Aviation that would interface to the iFly software on 
the Android or iPad, then talk NMEA on a serial port to the autopilot.  The 
issue is that the device cost significantly more than just buying an iFly 740b. 
 Consequently, support for that device seems to have evaporated.

Conclusion:  Know the strengths and weaknesses of each device and use the one 
that best fits your application.  Each has their place, and I use both 
depending on which plane I'm in.

-Jeff Scott
Arkansas Ozarks

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Re: KRnet> IFly on the 740 or Android

[Jeff Scott via KRnet]

I really wasn't out to bash anyone's device or choices.  As I said, I use both. 
 If you want a vote, I have 2 Android driven devices to one iFly and yet 
another Android driven phone as my backup, even if mine are all cheapo Samsung 
devices.  But as I said, each has their strengths and each has their 
weaknesses, so use the one that works best for your application.  Really, the 
main selling point to the iFly device itself is the fact that I can slave my 
autopilot to it and a couple of other minor nuances like the ability to use the 
touch screen with gloves on during the winter.  Some tablets may have that 
capability as well, but mine don't.  If you don't plan to ever use an autopilot 
or the serial port, then I would recommend going with the less expensive 
tablets.  As Mark points out, all tablets are not created equal, so make sure 
you shop around and know what you're getting.

-Jeff Scott
Arkansas Ozarks



> Sent: Friday, April 01, 2022 at 8:22 PM
> From: "Mark Langford" 
> To: krnet@list.krnet.org
> Subject: Re: KRnet> IFly on the 740 or Android
>
> Jeff Scott wrote:
>
>  > As Mark points out, the Android boots much faster and is cheap and
> disposable.  On the down side, it also overheats very easily in the
> sunlight and is not nearly as bright as the iFly screen for visibility
> in direct sunlight.  I had one Android overheat so badly the battery
> swelled to where it pushed the screen out the front of the device and
> the screen fell out.  But, it's cheap and replaceable, so no big deal.<
>
> Android is just the operating system, as I'm sure you know, and not all
> tablets are created equal.  Some cool better than others, so I don't
> think you can paint them all with the same "overheating" brush.  I don't
> have that problem with my Nexus 7, but then I don't lay it out on the
> asphalt to see how hot it will get either.  So far, mine has worked fine
> for me, taking simple and sane precautions, like not from closing it up
> in direct sunlight with the canopy closed on a hot summer day.  By
> comparison, iPads are much more susceptible than the Nexus 7's that I
> have.  I know of at least one KR guy that put a hole in his panel for a
> fan on the back of his iPad to keep it cool enough to run.
>
> And I'm pretty sure my Nexus 7 brighter than my iPad (583 nits vs 500
> nits, according to the specs), as least the ones I have.  I'm sure
> screen brightness has improved since 2013 when the Nexus 7 was made, but
> it's perfectly viewable in direct sunlight, never a problem, even in
> direct sunlight.  I've never, ever, had to shade it to see anything on
> it.  Other folks may have different results, but I'm happy with it, and
> will stick with it, as is.  Just offering my two cents worth on what
> works for me.
>
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
> Huntsville, AL
>
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KRnet> CAUTION "Your mailbox is full" malware attempt

[Jeff Scott via KRnet]

Hi Mike,

Hopefully your sudden hearing loss is just wax build up where they can flush 
your ear and you're good as new.

When you were receiving gibberish, there's a good chance you may have already 
had an intrusion of some sort into your computer.  Same with the pop ups 
wanting you to update your password.  They masquerade as something you are 
familiar with and get you to react without noticing that it's not really from 
the source you thought it was.  They capture your password and hijack your 
email account, then use it for nefarious purposes.  I had that happen once 
about 10 years ago.  My Google had a bug that left an unterminated web process 
in place if you didn't log off, and some Ukrainian hacker managed to hijack my 
email account through that bug.  He pretended to be me stuck in the Ukraine in 
legal trouble pleading for $$ and sent it to every address google had recorded 
under my account.  Then he deleted all of my emails and all contacts from my 
account.  I searched and searched until I finally found someone at google that 
said they would make an attempt to restore my account.  Within minutes, I got 
the whole thing back.  All my contacts, all my stored emails, the whole ball of 
wax.  I considered myself to be very fortunate to have recovered everything.  
But, if it's been gone for a few days, the chances of them rolling it back 
become less and less.  But maybe yours is all still intact if you can only find 
a human being to deal with to get it fixed.

One thing for sure, since KRNet can only send text, it can't corrupt your 
email.  You have to actively do something in order to do corrupt of damage it.  
Often times you are induced by what they call "social engineering", such as 
getting you to change your password on a spoofed web site.

I know lots of other people interested in the tail beacon X.  I guess I'm not 
in the market since I already have UAT Out for my ADS-B needs and that is 
sufficient for anything I will ever do.  The new plane has a wing tip beacon, 
so that one is covered as well.  I've got the inspection pretty well wrapped up 
on the Charger now.  I"m just waiting for the radio to come back from the 
repair shop, then can install it and reassemble the sheet metal around the 
cockpit, then do a new W&B and it will be ready to go.  This week I've been 
building a HO-360 to go into a Bellanca Scout.  It's pretty well wrapped up as 
well with just a couple of minor items for me to finish tomorrow.  I'll attach 
a couple of photos of it.  

I have company here next week, so will put myself on vacation.  But once they 
are gone it looks like I should have a window of time to leap off into tearing 
out an oversized jetted tub and building a walk in shower in the guest bath.  
I've got all the shower parts laying on the deck waiting for me to have time to 
get to it, so I want to knock out that project as soon as is practical for me.  
Once it's done, I should have the radio for the Charger, can do that little bit 
to it and get it into the air.  I'm really looking forward to teaching myself 
to fly it.  

I don't know anyone shopping for KRs, but I'm mostly out of the loop with the 
KR stuff now days.  I monitor and occasionally comment on the KRNet, but am 
wrapped up in so many other things that I don't know who is looking for what 
anymore.  If you're up for it, you might think about flying it up to the 
Gathering this year as the Gathering will be in conjunction with the Light 
Sport Expo, so the plane would get a lot of exposure if you are serious about 
selling.  

Man, I hate dealing with all the tire kicker idiots when I try to sell a plane. 
 And I need to sell two planes this summer for the EAA Chapter.  I'm not at all 
looking forward to dealing with that.

Best regards,

-Jeff Scott


> Sent: Thursday, April 07, 2022 at 3:19 PM
> From: laser...@juno.com
> To: krnet@list.krnet.org
> Subject: Re: KRnet> CAUTION "Your mailbox is full" malware attempt
>
> Some will remember I was receiving code intead of text in my daily digest
> from KRNET.  Sometimes the entire email would be in code, sometimes just
> a section.  No one elese seemed to be having that problem so I figured
> the problem would work itself out over -time.  What happened shortly
> after was a pop-up reminding me to change my password while I was writing
> an an email on Yahoo Mail.  I usually ignore these things but, without
> thinking much about it, I went in to change my password.  I've done it
> many times over the years without problem.  On this occasion, the new
> password was not recognized by Yahoo Mail.  So . . . I changed it back to
> the password I'd been using at the time of the pop-up.  It was not
> accepted either.  I've spent countless hours trying to recover 16 years
> of folders, so far without success.  
> 
> I don't know that the gibberish I was getting with my KRNEt email had
> anything to do with my loss of access to Yahoo Mail, but it's the only
> two times in all these years 

Re: KRnet> CAUTION "Your mailbox is full" malware attempt

[Jeff Scott via KRnet]

Please disregard my previous message as it was intended to be a personal 
message to Mike.  Man, I hate when I do that!

-Jeff
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Re: KRnet> Foreflight GPS

[Jeff Scott via KRnet]

I think you'll find both Apple and now Samsung has followed suit to disable the GPS unless you have a cell plan even though the tablets and phones do have a GPS on board.  However, if you are using a GPS receiver such as a Bad Elf, Stratux ADS-B in, Stratus ADS-B, Echo UAT, or a host of other receivers, your GPS disabled tablet or phone can use the GPS on board the receiver via the wifi connection.

 

One note on the on board GPS receiver built into the ADS-B receiver units.  These are not necessarily the high resolution WA GPS as is found on the ADS-B Out or the Bad Elf GPS units.  I find the receiver on the Stratux units in particular tend to make occasional large corrections and errors in flight that I don't see when I use a higher quality GPS.  That's typically not a problem unless you have an Autopilot slaved to the GPS.  Then you may find yourself making some unexpected and odd course corrections.

 

-Jeff Scott

Arkansas Ozarks
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KRnet> Revmaster 2300

[Jeff Scott via KRnet]

If anyone on the list is interested, I am currently dealing with a builder that is changing engines on his project and is selling the brand new engine that came with it.  I don't have my notes in front of me right now, but from memory he has a brand new Revmaster 2300 complete and ready to run as delivered from Revmaster.  The only time on this engine is the run in time done at Revmaster.  This includes carb, ignition, prop (although not the correct one for a KR) and the engine mount for a Zenith 701.  He would like $7000 for this engine.  It can be picked up in southern Missouri.If interested, contact me privately.  Do not reply to the whole list.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> Oregon Kr2S project

[Jeff Scott via KRnet]

 


Good photos.  Bouy, you've got N133RM looking good!

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Sunday, May 15, 2022 at 2:32 PM
From: "John Gotschall via KRnet" 
To: "KRnet" 
Cc: "John Gotschall" 
Subject: KRnet> Oregon Kr2S project


Hi all,
 

I had a chance to fly over to Scappose and view the project John Bouyea wrote about.  I am very interested to buy, but have to work a space and storage problem.  My hangar is made for a single C172, but is currently the storage target for my Lake LA4 and another kr2 that I already have, and then there are the 4 champ wings stuffed in there and another 2 seater fuselage that needs to be indoors.

 

It was great to see it and meet Patrick and John there, a mini fly-in of sorts @ Scappose.

 

 

Was a great day.

 

jg

 





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KRnet> Revmaster 2300

[Jeff Scott via KRnet]

Helping out a local EAA builder.

He has a new Revmaster 2300 engine for sale.  Engine is complete and still in the crate with only test stand run in time at Revmaster.  Includes intake, Revflo carb, 3" prop extension, electronic ignition, and engine mount for Zenith CH701.  He is asking $7000.  Contact me via email for his contact information.  Located in Southern Missouri.  See attached photo of engine.

 

Jeff Scott

Arkansas Ozarks.

jscott.pla...@gmx.com
 
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Re: KRnet> Propellor correction

[Jeff Scott via KRnet]

For comparison, I ran a 62D x 66P prop on the O-200 on my KR.With a 60" 
diameter, you could probably reasonably pull a 68"pitch, but I would expect a 
76" prop would be too much load for an O-200.  It would likely work pretty well 
on an O-235-L2C with an SAE-1 hub.

-Jeff Scott
Arkansas Ozarks.

> Sent: Sunday, June 05, 2022 at 1:15 PM
> From: "Mark Langford" 
> To: "Flesner via KRnet" 
> Subject: Re: KRnet> Propellor correction
>
> 
> Flesner via KRnet wrote:
> 
> > Reading the post again I was reminded it is not a Sterba prop so 
> > disregard my post.  I have no experience with a  Sensenich prop so it 
> > might work.
> 
> My experience with Sterba props is that he "over-rates" the pitch number 
> - he labels it a pitch that is higher than most other props with similar 
> performance at a given RPM would have.  So that 76" pitch Sensenich 
> might be labeled a 78 or 80 if Sterba were to make it.  Ed says that's 
> not so, so it's just my observation, not a policy.
> 
>   Sensenich makes props with outstanding performance, both in climb and 
> speed (both at the same time), and I highly recommend them  (that's what 
> I flew on N56ML, and now have on Joe's plane) but I think this much 
> pitch may require quite an engine.  Another factor though is "blade 
> area", which can be a large variable as well. Sterba makes some great 
> props alsothat's what I have on Jim Faughn's plane.
> 
> I'd get the prop serial number and call Sensenich in Florida and ask 
> them how that prop will work with the O-200.  It's entirely possible 
> it's a perfect match, and they would certainly know.
> 
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
> Huntsville, AL
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Re: KRnet> Just clicked over 900TTAF

[Jeff Scott via KRnet]

I logged 1350 hours in my KR across 23 years before selling it 2 years ago.

 

I'm currently trying to keep 3 planes properly exercised and will start flight testing of 2 more over the next few weeks, so am logging lots of flight time.  If anyone is intersted in owning a Biplane, I'll be selling a Starduster II and an EAA Biplane shortly, both at very reasonable prices.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Monday, June 06, 2022 at 11:25 PM
From: k...@bouyea.net
To: "'KRnet'" 
Subject: KRnet> Just clicked over 900TTAF




Well that was fun! I visited Patrick to help him finish up the sale of his KR-2S project here in Portland at the Scappoose airport. On the way home, the tach clicked over 900.0 Total Time AirFrame in N133RM. I only have 119 of those hours in MY pilot logbook. Roy Marsh put about 550 hours in it during the first 3 years after finishing.

That made me curious; How many KRNetters have 1000+ hours in their airplane’s logbook? I have a sneaking suspicion that Langford has over 1000 hours in both N56ML & N891JF…

John Bouyea / OR81/ Hillsboro, OR
N133RM KR-2S – imported, fixed & flying
www.bouyea.net/cur_proj/N133RM

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Re: KRnet> check this one out

[Jeff Scott via KRnet]

>
> The moral of his story (and so many others), is to finish building the
> damn plane, because you are one failed medical away from not being able
> to fly anymore!

And people wonder why I bought a whole fleet of planes and am flying the wings 
off them.

Currently flying RV-6, SuperCub Clone, Marquart Charger Biplane, test flying a 
Starduster II Biplane, and will start test flying an EAA Biplane shortly.

I'm wringing all the fun out of them now!

-Jeff Scott
Arkansas Ozarks

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KRnet> batteries

[Jeff Scott via KRnet]

I'm seeing a lot of misinformation about batteries being bandied about.  There 
are three types of batteries.  All have their good and bad points and any of 
the three types can be used with any type of engine.

The most common is the old lead acid batteries.  Of course they require a 
vented battery box and sometimes will spill acid, even if they are the sealed 
recombinant batteries. They also must be mounted with the terminals up to avoid 
spillage.

The most popular now for a similar price is the AGM (Absorbed Glass Mat) type 
batteries.  The most popular of these is the Odyssey battery, specifically the 
PC-680.  They deliver good cranking power similar to the lead acid batteries 
and have as good or better life for a similar weight and price.  Additionally, 
they can be mounted in any position with now danger of acid spillage.  My 
experience has been that I typically get 7+ years of service from these 
batteries.

The less popular, mainly due to price is the EarthX Lithium Iron batteries.  
Note that these are Lithium Iron, not Lithium Ion.  They are not the highly 
flammable mess the Lithium Ion batteries are, but I see that incorrectly stated 
over and over as a criticism.  It just ain't so.  The EsrthX Aviation batteries 
have a redundant battery cell management systems on board now with a warning 
light to let you know the primary system has failed and that the battery is now 
operating on the backup system.  They also have a wire that can be hooked ot a 
warning light on your panel or your electronic display to notify you to check 
the battery.  However, in the case of a charging system runaway, the battery 
management system will disconnect the cells, so using this type of battery 
alone in a plane with an ignition system that requires a battery may not be the 
best idea. These batteries are also very expensive with starting costs close to 
$400 per battery.  The big selling point is that this batte
 ry weighs 4# as compared to 14# or more for your typical lead acid or AGM 
battery, and provides almost twice the cranking power as the Odyssey battery.  
Additionally, this battery can also be mounted in any position.

I have used all of these types of batteries in my planes.  The EarthX was a 
necessity for the raw amperage available when I had a plane with Emags to 
provide sufficient power for the Emags to fire while cranking on the high 
torque starter.  But my choice for most applications seems to be the Odyssey 
battery as I currently have all three of my planes equipped with Odyssey PC-680 
batteries.

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> batteries

[Jeff Scott via KRnet]

AGM batteries seem to be about the same cold cranking amps as comparable 
lead/acid batteries.  It's the Lithium Iron batteries that can really deliver 
the amperage.

-Jeff


> Sent: Saturday, July 02, 2022 at 10:10 PM
> From: "Daniel Branstrom via KRnet" 
> To: "Jeff Scott via KRnet" 
> Cc: "Daniel Branstrom" <4dan.branst...@gmail.com>
> Subject: Re: KRnet> batteries
>
> Thanks, Jeff. You put things in perspective and in order.
> 
> Is it true that, because of their internal construction, AGM batteries 
> have lower internal resistance, and that enables them to deliver the 
> higher amperage for cranking power than other types of lead-acid 
> batteries? It's been a long while since I read up on them.
> 
> Dan Branstrom
> 
> On 7/2/2022 8:01 PM, Jeff Scott via KRnet wrote:
> > I'm seeing a lot of misinformation about batteries being bandied about.  
> > There are three types of batteries.  All have their good and bad points and 
> > any of the three types can be used with any type of engine.
> >
> > The most common is the old lead acid batteries.  Of course they require a 
> > vented battery box and sometimes will spill acid, even if they are the 
> > sealed recombinant batteries. They also must be mounted with the terminals 
> > up to avoid spillage.
> >
> > The most popular now for a similar price is the AGM (Absorbed Glass Mat) 
> > type batteries.  The most popular of these is the Odyssey battery, 
> > specifically the PC-680.  They deliver good cranking power similar to the 
> > lead acid batteries and have as good or better life for a similar weight 
> > and price.  Additionally, they can be mounted in any position with now 
> > danger of acid spillage.  My experience has been that I typically get 7+ 
> > years of service from these batteries.
> >
> > The less popular, mainly due to price is the EarthX Lithium Iron batteries. 
> >  Note that these are Lithium Iron, not Lithium Ion.  They are not the 
> > highly flammable mess the Lithium Ion batteries are, but I see that 
> > incorrectly stated over and over as a criticism.  It just ain't so.  The 
> > EsrthX Aviation batteries have a redundant battery cell management systems 
> > on board now with a warning light to let you know the primary system has 
> > failed and that the battery is now operating on the backup system.  They 
> > also have a wire that can be hooked ot a warning light on your panel or 
> > your electronic display to notify you to check the battery.  However, in 
> > the case of a charging system runaway, the battery management system will 
> > disconnect the cells, so using this type of battery alone in a plane with 
> > an ignition system that requires a battery may not be the best idea. These 
> > batteries are also very expensive with starting costs close to $400 per 
> > battery.  The big selling point is that this b
 at
>  te
> >   ry weighs 4# as compared to 14# or more for your typical lead acid or AGM 
> > battery, and provides almost twice the cranking power as the Odyssey 
> > battery.  Additionally, this battery can also be mounted in any position.
> >
> > I have used all of these types of batteries in my planes.  The EarthX was a 
> > necessity for the raw amperage available when I had a plane with Emags to 
> > provide sufficient power for the Emags to fire while cranking on the high 
> > torque starter.  But my choice for most applications seems to be the 
> > Odyssey battery as I currently have all three of my planes equipped with 
> > Odyssey PC-680 batteries.
> >
> > -Jeff Scott
> > Arkansas Ozarks
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Re: KRnet> A new wrinkle, now thw FAA is involved

[Jeff Scott via KRnet]

 
 This is a requirement any time you make a major alteration to an amateur built aircraft.  Simply write a letter to you local FSDO explaining in detail the modification you made  and the change to the W&B or a new W&B.  This will get assigned to an air worthiness inspector who will send you a letter most likely assigning you a 5 hour phase 1 fly off test period.  I used to be able to accomplish this with a phone call and a follow up letter.Now, read the rest of your operating limitations and see if you can do phase 1 testing from your airport or whether the operating limitations need to be modified.  It takes a couple of weeks to exchange the operating limitations for the newer version if needed.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 7/5/22, 6:13 AM Craig Williams  wrote:

  So the saga of getting "deer slayer" into the air continues. My operating limitations has a paragraph that roughly reads: Subsequent owners must contact the FSDO after a major modification as defined by FAR 21.93a and receive a letter authorizing flight. So I contacted them about my gear change from tri-cycle to conventional. I have not been assigned an inspector yet but as a minimum I suspect they will want to see the installation documentation. Since the Diehl gear in not in the plans I was hoping that Dan Diehl had put out some kind of installation document. Anyone have such a document? If so can you send it to me. Thanks
   
   BTW, I would not bet money that I will have that letter before OSH.
   
   
   Craig
   N51CW
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Re: KRnet> Dealing with the FAA on rebuild

[Jeff Scott via KRnet]

Craig,

It's worth noting that getting a registration is dealing with the registry 
branch in Oklahoma City.  Yes, they are hopelessly behind.  I am also waiting 
for a new registration on an aircraft, but that's not much of a concern as they 
will keep extending the validity of the temporary registration until the real 
one comes through.

However, your airworthiness and operating limitations are issued by the local 
FSDO.  One branch has little to do with the other.  I've usually found the 
Airworthiness Inspectors I've dealt with at FSDO to be responsive to my needs 
and would expedite paperwork for me if I had a compelling reason for them to do 
so.  A phone call to your FSDO to talk to an airworthiness inspector and 
telling him you are trying to get the plane ready to fly to Oshkosh for a 50 
year anniversary display will often times motivate those guys to bend over 
backwards to help.

I had the airworthiness and operating limitations blow out of my SuperCub while 
airborne one day.  I told the local FSDO inspector I was slated to fly Young 
Eagles in it two days later when I called to discuss replacement.  They had me 
email them a statement about losing the paperwork and why it could not be 
located, then faxed me a letter I could use that day until the proper paperwork 
showed up in the mail the following day.  The Local FSDO can and will help you 
if they have time and it is within their capability.  I've had it happen 
several times.  Don't paint all the FAA with the same broad brush.  They can be 
very helpful if you give them a chance.

As for the phase 1 test time, they almost always assign a 5 hour test period 
following a major alteration, but that is subject to the airworthiness 
inspector.  Properly documented and a copy sent to them with photographs for 
them to inspect, they usually skip the in person inspection and just assign the 
fly off time.

-Jeff Scott
Arkansas Ozarks



> Sent: Tuesday, July 12, 2022 at 5:37 PM
> From: "Craig Williams" 
> To: krnet@list.krnet.org
> Subject: Re: KRnet> Dealing with the FAA on rebuild
>
> And that is why I am keeping the old N number for now.  I first did not want 
> to muddy the waters with the FAA stuff and my AW cert.  Second I can put the 
> new N number on later.
>
> N886MJ(N51CW)
>
>
> > On 07/12/2022 2:27 PM Bill Page via KRnet  wrote:
> >
> >
> > Good luck. I applied for registration on new homebuilt. Applied in early 
> > Feb. They are working on mid January at this date. I don't plan to get it 
> > anytime soon. Took my son 14 months and 3 applications.
> >
> >
> > On Sun, Jul 10, 2022, 7:42 AM Craig Williams  wrote:
> > > So far so good. Looks like the gear change is their primary interest. So 
> > > the FSDO called this week and gave me the roadmap for flying again. I 
> > > will have to submit new application for airworthiness and submit new W&B 
> > > and Cond inspection. Then they want to come see the plane. After that if 
> > > all is good they will issue a new AW cert and operating limitations and I 
> > > can fly whatever phase 1 time they are going to require. Obviously not 
> > > going to have the plane at OSH but I will fly into the Gathering in Sept.
> > >
> > >  Craig
> > >  N886MJ (N51CW)

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Re: KRnet> Alcon Helice (Alcon Propellers) In Argentina

[Jeff Scott via KRnet]

Performance Propeller does make a fine prop.  I communicated with them 2 weeks ago when was shopping for a new prop for my biplane.  Their backlog to order a prop is 12 - 14 months at this point in time.  Better check with your Dr to see if you'll live long enough to see it.  I'm old, so opted for a different manufacturer that might deliver during this lifetime, although all of them now have quite long lead times.

 

-Jeff Scott

Arkansas Ozarks

 
 


The finest propellers I have ever used is Performance propellers made in u.s. Each propeller is designed for the aircraft to be used on, based on your specs. Free re- pitch one time. However, there is a 6 mo. delivery. To date I own 3.
 



rnet




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KRnet> Propeller discussion

[Jeff Scott via KRnet]

With the loss of most of the less expensive prop manufacturers and the extensive lead time and expense of the other prop manufacturers, I noted that for the past several years there has been a Ukrainean prop manufacturer advertising on the EAA forums. I know nothing about the company and have never dealt with them or even seen their products, but they advertise building both wooden and ground adjustable carbon Fiber propellers for light sport aircraft and do have some very pretty props in their photos.  I don't know what horsepower engines they will deal with, but would be willing to bet they would be game for building props for VW powered planes, probably Corvairs, and most likely an O-200. With the strong dollar against the overseas currencies, they may be quite a good buy about now. It might be worth a query to them anyway. 

 

In case you are concerned about shipping from the Ukraine, a friend recently bought a bunch of motorcycle parts manufactured in and shipped from the Ukraine.  It took about 3 weeks.  But you can't get parts from Russia now.  That is esceedingly difficult.

-Jeff Scott

Arkansas Ozarks
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Re: KRnet> First landing in a KR

[Jeff Scott via KRnet]

 

> Sent: Wednesday, July 20, 2022 at 9:17 AM
> From: "Jamie Lockhart via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Jamie Lockhart" 
> Subject: Re: KRnet> First landing in a KR
>
> Would an rv-8 taildragger do the trick to practice landing John ?
>
> Sent from my iPhone

Jamie, the RV-8 TD would be an excellent plane to practice in. By comparison, the RV has lighter ailerons than the KR, and a bit heavier elevator, although is very quick in both axis. As such, it will provide you with the feel for flying a quick responding aircraft with a light touch, and will put you into something where you have to think well ahead of the plane to get it slowed down for approaches. Those are key points to flying a KR, so IMHO, any of the RV series will provide you with the feel you are going to need to be comfortable in your KR.

-Jeff Scott
Former KR Builder/owner
Currently flying RV-6, SuperCub, & Marquart Charger and a host of other planes I don't own.

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Re: KRnet> KR -2 brakes.

[Jeff Scott via KRnet]

FWIW, the 3/32" Nylaflow brake lines in my KR were 24 years old when I sold it.  In 24 years and 1400 hours, I never lost any fluid.  Never once had to add fluid to the brake system or bleed, which is highly unusual.  One caution is that one should switch to Aluminum or rated hydraulic line near the bottom of the gear leg if you have wheel pants.  A landing with hard braking or extended taxi with a bit of brake dragging will melt the nylaflow tube causing a brake failure.  I've seen this happen multiple times with the plastic lines inside of wheel fairings.

 

As stated below, the ferrules on the nylaflow lines work exactly the same as the water lines.  Incorrect seating will cause them to leak.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Thursday, July 21, 2022 at 3:41 AM
From: "Daniel Branstrom via KRnet" 
To: krnet@list.krnet.org
Cc: "Daniel Branstrom" <4dan.branst...@gmail.com>
Subject: Re: KRnet> KR -2 brakes.


Lulubelle, I don't have experience with plastic brake lines, but I have encountered leaks in plastic plumbing lines to appliances because I left too much plastic line beyond the ferrule. Tightening the nut doesn't stop the leak. That may be your problem. The extra tubing prevents the ferrule from seating all the way into the fitting, thus causing a leak.  You can see for yourself if it is seating properly into the fitting by just pushing it in without putting the nut on the tubing so you can observe what happens. If it doesn't seat all the way, that's the problem. The cure is to cut the tubing a bit shorter, so that it only sticks out ~1/8"

 In general, if you do continue to use plastic line, my opinion is that you should inspect it fairly often, at least during your annual inspection, because I've read reports of older plastic brake lines (installed years earlier) on experimental aircraft weakening and expanding over time. It is certified in plumbing for use with water and air, but I I don't know about long term contact with brake fluid that operates under high pressure. Some brake fluids may have some chemicals that aren't compatible for long term immersion in the tubing. Inspection will make sure it is still in good shape. The pressure in brake lines is far higher than what it would be in a water system.

On 7/20/2022 10:33 PM, Lulubelle Pitts via KRnet wrote:


It looks like this... In case you couldn't picture it...  And the reservoir is behind the seat.    - Scott.
 


On Wed, Jul 20, 2022, 9:34 PM Lulubelle Pitts via KRnet  wrote:


I'm having brake line leaks in the 1/8" plastic tubing, I think because the ferrels  won't seal the plastic ... any anyone else deal with this?   I'm thinking of replacing some of it with aluminum tube at the reservoir but I'll have to connect to the plastic down the line - I don't want to fish tube through to the wheels because I'd have to cut or drill ... don't want to do that.



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Re: KRnet> Colin's plane

[Jeff Scott via KRnet]

 


The new owner of my KR did just that last summer.  Tent camping in his KR from Vancouver to New Brunswick and back.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Friday, July 22, 2022 at 5:51 PM
From: "Jamie Lockhart via KRnet" 
To: "MS" , krnet@list.krnet.org
Cc: "Jamie Lockhart" 
Subject: Re: KRnet> Colin's plane


Love reading about this trip ! My dream is to fly across Canada in my kr when it’s completed 😊

 




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Re: KRnet> Kr2s or SS- 0200 POH

[Jeff Scott via KRnet]

My former KR.


My POH was blatently lifted from Rob Schmitt's (with his permission) and 
rewritten to suit my aircraft.

-Jeff Scott
Arkansas Ozarks

> Sent: Sunday, July 24, 2022 at 5:16 PM
> From: "Phillip Matheson via KRnet" 
> To: "KRnet" 
> Cc: "Phillip Matheson" 
> Subject: KRnet> Kr2s or SS-  0200 POH
>
> I has spoken to Larry, and I have a copy of his POH
> But wondering if anyone else may have a copy I could modify for my newly 
> completed Kr2ss
> Photos soon( sori g out CofA at this stage)
>
> Phil Matheson
>
>
> Sent from my iPad
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Re: KRnet> ADS-B in

[Jeff Scott via KRnet]

It's the same thing.  Just assembled by a reseller.  You can flash it with the 
same software as the Stratux and it will magically appear as a Stratux.  

-Jeff


> Sent: Monday, August 01, 2022 at 7:03 PM
> From: "Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Flesner" 
> Subject: KRnet> ADS-B in
>
> 
> This looks like my Stratux but it is called Flightbox.  Another 
> supplier?  Friend looking for ADS-B in.  Anyone have experience with 
> this unit?
> 
> https://store.falkenavionics.com/products/flightbox-ads-b?variant=40656901069
> 
> Larry Flesner

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KRnet> Lodging at the gathering.

[Jeff Scott via KRnet]

I'm going to reserve a room at the Super 8 in Mt Vernon for Thurs, Fri, & Sat nights.  Anyone interested in splitting the room?-Jeff Scott
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Re: KRnet> Wing tank fittings

[Jeff Scott via KRnet]

To answer Brett's original question, I use welding flanges sold by Aircraft Spruce. AN867-1 for 1/8" NPT fittings, AN867-2 for 1/4" NPT fittings, and AN867-3 for 3/8" NPT fittings.  I drill numerous holes in the flanges to give the glass some "bite", then bed them in flox when installing. On  I have numerous photos of these during installation in the tanks in my SuperCub clone when I was rebuilding the fuel tanks following a MOGAS Meltdown.  There is also a lot of educational material on that page regarding other additives to Mogas and the damage they can do.  Following the rebuild of those tanks on the web site, I've had years of trouble free service from them since.

 

FWIW, I've had more issues with the Aluminum tanks in my RV than I have the Vinylester tanks in my Cub over the last few years.  I'll be pulling the aluminum tanks out for more work when I do the annual once again this year.  The aluminum tank issues appear to stem from sitting in the sun with full tanks.  The top skin surface expands more than the tank wall it is attached to and breaks the seal of the proseal along the upper edges of the tank, so my tanks tend to weep when full.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Friday, August 12, 2022 at 7:29 AM
From: "Brett Lombardi via KRnet" 
To: "KRnet" 
Cc: "Brett Lombardi" 
Subject: KRnet> Wing tank fittings

I’m building a pair of fiberglass wing tanks and looking for the fuel tank fittings. Have searched Spruce, Wag, Amazon, Summit Racing, etc. with too many options. Anyone have specific advice on fittings/kits/attachments for fiberglass wing  tanks that they have used?
Thanks,

Brett Lombardi

N718KR 
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KRnet> Tank Construction

[Jeff Scott via KRnet]

I sloshed the safe-T-poxy resin composite tanks on my or with the Bill Hirsch slosh compound sold by Aircraft Spruce.  I ran mogas in it for 24 years and never had any issues.  A very thin coating is sufficient.  There is no reason for thick coatings.  You will also hear horror stories about slosh compounds peeling loose in tanks.  That is true, but primarily applies to aluminum tanks that were not prepped correctly before sloshing.  You wouldn't expect the slosh to stick to unprepared aluminum any more than you would expect paint to stick to unprepared aluminum.  Consequently, Van's sent out a service bulletin recommending scraping all the slosh out of their aluminum tanks.  In the aviation community, that was retold repeatedly until people decided slosh compound is all bad and is destined to peel and plug up your fuel system.  As usual, people only get part of the story.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> sloshing Wing tanks

[Jeff Scott via KRnet]

 
 Sloshing fuel tanks typically means putting some slosh compound in the tank, then, as in the case of my KR, position the wing so as to allow the compound to run along a seam to seal it, then move the wing to run it down the next seam, etc until all the seams have a thin coating to seal any weeps.  It was a pretty simple process.  It's best to start off with no weeps instead.  But some of us (me) do less than perfect work and need to find a fix. 🙂-Jeff Scott Arkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/13/22, 7:56 AM Flesner via KRnet  wrote:
 


  Not sure just how I'd have "sloshed" these tanks, one in each wing.  I glassed the bottom panel, allowed to cure, then attached with a resin rich flox bead on all surfaces.  The bottom foam panel was then installed and sanded to shape and glassed.    
  Larry Flesner  

   

 
   
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Re: KRnet> Tailwheel wanted

[Jeff Scott via KRnet]

> Sent: Monday, August 15, 2022 at 1:59 AM
> From: "Phillip Matheson via KRnet" 
> To: "KRnet" 
> Cc: "Phillip Matheson" 
> Subject: KRnet> Tailwheel wanted
>
> Looking for a tailwheel assembly for KR2S
> I have a nvaero glass round tailwheel spring, looking for the assembly that 
> will fit it
> All online stores seem to be out of stock till at least Xmas
> Phil matheson
> Australia
>
>

Phil,

You might check with Van's and see if they have something in stock they would 
be willing to sell you, or have a RV builder order one for you.  Their 
tailwheel is effectively a welded steel clone of the machined aluminum API 
tailwheel for a tapered rod spring as all the Van's taildraggers use a steel 
tapered rod for the tail spring.

-Jeff Scott
Arkansas Ozarks

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Re: KRnet> Tailwheel wanted

[Jeff Scott via KRnet]

I would guess you aren't looking very closely as they are steerable full swivel 
tailwheels.  Van's isn't exactly known for building cut rate or less than 
optimal parts.  The one on my RV came from Vans.

-Jeff


>
> On 8/15/2022 7:51 AM, Jeff Scott via KRnet wrote:
> > You might check with Van's and see if they have something in stock they 
> > would be willing to sell you
> 
> +++
> 
> I've only seen Vans units that are "steerable" or "full swivel" but not 
> both.  Go with nothing less than a "steerable / full swivel" unit of one 
> brand or another.  You'll never regret the decision.  My unit has full 
> steering up to about 30 degrees  but on the ramp I can lock a brake and 
> do a 360 degree turn on one wheel.  Best of both worlds.  I only use 
> brakes to stop, never to steer except momentarily to swivel on the 
> ramp.  Good luck.
> 
> Larry Flesner
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Re: KRnet> Re: Tailwheel wanted

[Jeff Scott via KRnet]

 
 I highly recommend the API tailwheel if you can get one.  BTW, I had a friend that was trying to buy one last year when there was a long backorder through Aircraft Spruce.  He was able to buy one direct from API and had it in about a week.  I used their semi-pneumatic TW on my KR and the Van's version using the same wheel on my RV.   The Van's TW is a knockoff of the API TW using the same geometry and a number of parts that are interchangeable with the API tailwheels.-Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/15/22, 3:27 PM Flesner via KRnet  wrote:
 
  
   On 8/15/2022 9:48 AM, Jeff Scott via KRnet wrote:

   
   
   I would guess you aren't looking very closely as they are steerable full swivel tailwheels.  Van's isn't exactly known for building cut rate or less than optimal parts.  The one on my RV came from Vans.

-Jeff
 
   
  +++ 
  Thanks for the correction.  You're right, I didn't look very hard.  I only went to their websites store and did a search for "steerable full swivel tailwheel" and it came up "Your search returned no results." Since your post I went back to confirm and same results.  If you type in "steerable tailwheel" you get "Your search returned no results.".  Only by typing in "full swivel tailwheel" does it come up with a photo that one has to assume is also steerable as the photo shows steering cables.  Nothing in the text about steerable.  Not having seen a "steerable full swivel tailwheel" on an RV I was assuming their web site was a good as their aircraft.  My error.  You're right, about them not selling "cut rate" parts but the Aviation Products, Inc unit  is excellent quality and extremely reliable for $100 less money, if they are available.    
  Larry Flesner  

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Re: KRnet> Radio

[Jeff Scott via KRnet]

 
 Hey Ler,I've got 2 Icom radios, one with a bad battery pack, and one with no battery pack.  If yours is the same model and you have a battery pack that will fit, we can probably work out something for the one with no battery pack.  What model is your Icom?  I'll take a look at mine when I am out at the airport tomorrow.-Jeff--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/20/22, 11:46 AM "lee vandyke2.com"  wrote:

  Does anybody have an Icom hand self radio they want to part with? I went out to fly this morning, and mine dialed into the dark side and died.
  
   Lee Van Dyke
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KRnet> General Aviation News This Morning

[Jeff Scott via KRnet]

Double the fun.  And there we are at the top of the page.

I love it when I read the news and find myself... and it's on not the obituary 
page.



-Jeff Scott
Arkansas Ozarks

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