KR> KR-2 upholstery inset

[Mike Stirewalt via KRnet]

Steve Glover 

https://www.nvaero.com/pages/KR%252d2-Aircraft.html

on his original KR-2 had the nicest seat emboss treatment that I can
remember seeing.  I'm not sure if it's for the S model though.  Easy
enough to modify I would think.  At any rate, he may know something to
help.

Any relation to Charlise from Springs?

Mike
KSEE
  


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KR> Wing tanks

[Mike Stirewalt via KRnet]

Larry said, 

> "Fuel in the outer wings also reduce the weight carried by the
W.A.F.'s."

That is so true.  Tip tanks, or outer wing tanks, carry with them great
advantages.  Not only do they carry weight without affecting CG to any
significant extent, but unloads stress at the wing root, making for a
more resiliant structure.  A third virtue, at least with tip tanks, is
their reduction of tip vortice drag, acting as winglets.

Mike
KSEE


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KR> Belly boards

[Mike Stirewalt via KRnet]

> "For anyone using a belly board on their KR's . . ."

Joe, when I first got my plane from Steve I looked into the "holes vs
solid" question and learned that the dive bombers such as the Douglas SBD
used holes in the flaps to reduce weight and, more importantly, to reduce
aerodynamic stress related to turbulance in the dive.  Seems like having
holes would create _more_ turbulance, but my memory (such as it is) tells
me the holes were used primarily to reduce turbulence in the dive. 
Controllability issue as I recall.

Mine (Ken Cottle's) came with holes.  After concluding from what I'd read
and heard that a solid flap would be more effective, I taped over my
holes with some heavy duty tape to see if I could tell a difference.  It
seemed to be more effective with the holes covered.  The tape didn't last
long and I planned to cut some plugs to match the circles and thus
restore the flap to a solid plane, but the improvement was so small I
never got around to it.  My fuselage is only 24" wide and my flap only
extends to 30 degrees so using belly board or not using it doesn't make
much difference, although I always do use it.  

Flying Jim Morehead's full-width KR-2 with a belly board (no holes) was
not only wider than mine but in addition, extended to 45 degrees (or
perhaps a bit steeper - can't remember) and was extremely effective. 
Landing his tri-gear KR with belly board fully extended was an exquisite
pleasure, allowing a very steep and slow approach..  His extension
mechanism was much more rugged than mine.  On 3345KC Ken had used a
fairly flimsy extension mechanism that someone, perhaps Rand, had
designed.  I've seen the same design on other KR's.  It works, but Jim's
design was far better.  

BTW, these belly boards also lower stalling speed by a little, adding
lift as well as drag, so are really nice to have.  I assume you've got
conventional flaps on your already-built aircraft.  

***

A truly ideal design would be split flaps, or even normal hingeflaps, but
linked to a belly board.  The design seen on the Mustang II or DC-3 or
Cessna 310 is what I'm referring to, although the term belly board
doesn't exactly apply with those planes..

>From what Sparky has mentioned regarding the effectiveness of his stub
wing hinged flaps, he says they hardly make any difference.  A large,
steeply angled belly board such as Jim Morehead had works extremely well
though.  I'd forego the holes.  

Mike
KSEE
  

  

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KR> First Flight 722KC

[Mike Stirewalt via KRnet]

Holy crap Chris . . . you did it!!  The last time I looked at your build
site your Corvair was in pieces (as you did the re-build) so to see that
you made it through the long process of building such a wonderful plane
is so admirable . . . I can't express enough congratulations on this.  

Did you use the larger Corvair engine (of the two sizes I know about)? 
That prop looks mighty nice . . . Sensenich?

Love to see some stats once you've gotten through the shakedown flights. 


Mike
KSEE


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KR> Introduction

[Mike Stirewalt via KRnet]

> "Does you government have a database like the FAA in the USA that you
can 
search to find (aircraft) KR owners?" 

I've never heard the term Centurian for that area but halfway between JHB
and Pretoria would be Midrand with its airport named Grand Central and
home, at least at one time, of Chapter 322.  I was a member for a while. 


There's tons of aviation resources and history over there.  I think KR's
are still a popular aircraft in SA, although it makes sense that KR plans
would be more easily found here.   The ANC is continuing their efforts to
turn the country into another black disaster or, to quote our eloquent
President, another "shithole country."  A lot of good people, some with
their planes, have left for other places and what a shame that is. 
They're leaving behind one of the most spacious, beautiful countries on
the planet.  South Africa, when I lived there, was far more modeled on
the U.S. way of life than it was modeled on (what one might think,
considering it was settled by various waves of Europeans) the congestion
and high prices of Europe.  The country is being slowly modeled these
days into something that more closely resembles Rhodesia, now that it's
called Zimbabwe.  

White farmers are being assasinated, similar to what Mugabe did in
Rhodesia, in order to "redistribute" the land more equitably - which
means rich farmland is going into the hands of ANC toadies.  I lived
there during the elections, when Mandela was made President, and when the
country's money, the Rand, was worth 8 Rands for a U.S. Dollar. 
Currently the Rand has dropped 50% against the dollar.  As long as
socialists (actually communists) run the country the Rand will continue
to fall.  It's a hard choice, leaving a paradise behind, but for people
with assets they've worked their lives for, the future looks rather
bleak.  Recent rumors indicate the government is thinking to get their
grimy hands on private pension/investment funds and while that might take
a few years, it's just a matter of time.  The Africans are simply taking
what is rightfully "theirs."  The same old story.   Leaving Syria or Iraq
for greener pastures is one thing.  Leaving RSA, a true paradise, is
another.  Kudos to Mr. Griffen for apparently deciding to try and hold
the line, at least long enough to finish building a KR..  
 
Mike Stirewalt
KSEE


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KR> Lance's KR

[Mike Stirewalt via KRnet]

> "I seem to recall that the Lancair series aircraft were designed by an
early KR2 builder,:  

Yes Dan, Lance's KR built in 1982 is still in the database, based in
Texas.  The story goes that he felt he could use the same construction
techniques yet produce something with greater performance and, of course,
he certainly did.  I've seen him interviewed and he fully acknowledges
that it was his experience building the KR-2 that gave him the ideas
which he pursued with such success.  The KR-2 part in that drama is often
overlooked or ignored entirely, however Lance himself does not do so. 
I've not taken the time to find that interview but it shouldn't be
difficult to come across.

https://flightaware.com/resources/registration/N382L

Looks like the most recent owner of Lance's KR, Lee Anthony in San
Antonio, hasn't been keeping it registered.  Like many of us, he's
perhaps just getting too old to keep up with it.  If Lance has any sort
of collection of his designs, his KR-2 should be included . . . not as an
example of his design work in designing the KR (although I don't doubt he
did add some dynamic flourishes which improved its speed which was
reportedly to be about the fastest KR of the time), but rather as an
example of the part it played in all that came after.  Some Lancairs are
so beautiful they take your breath away.

Mike Stirewalt
KSEE


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KR> KR amnesia

[Mike Stirewalt via KRnet]

Larry said, 

> "I was disappointed to again find the KR  a forgotten fact of history"

*

I've done the same thing several times myself Larry.  Every time I come
across a "Tribute to Rutan" for being such a pioneer in wood/foam/glass
construction I respond with the actual dates and times of Ken's debut at
Oshkosh, fully three years before Rutan showed up with his glass wonders.
 I'm of course a great admirer of the Rutans and all they've done,
including Joanna Yeager as regards the unrefueled round-the-world trip
but as for pioneering the form of construction that became widespread
following Ken Rand's lead it's just damn unfair that Ken isn't getting
his due except among us, the cognesenti.  Had he not killed himself the
stories about Rutan would not be nearly as widespread nor accepted.  It's
another case of history being written by those who hang on their
coattails of the survivors.  

So many of these "aviation writers" weren't even born when Ken was
creating the new paradigm in aircraft construction, but if that was a
valid excuse then little history would be written.  It's more a case of
insufficient research rather than when they were born.   These clowns
drink some kool-aid and write an article full of misinformation, not
bothering to actually talk to anyone from that era nor reference the many
publications which featured Ken's work at the time.  He created a
sensation and somehow these hacks are able to completely miss or ignore
it as they write their Rutan boilerplate.

It's a good example of just how shaky is our genereral grasp on what we
think we know as "truth".  You'd think aviation-minded people would pay
more attention to accuracy . . . but there's hacks everywhere, especially
in the world of print.  As lead type or photographic plates have been
replaced by inexpensive electrons, journalism has followed a downward
path . . . certainly in this case.   

Thanks for doing what you can to keep the record straight.  I will
continue to do the same.  

Mike Stirewalt
KSEE  


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KR> GP 2180 for sale

[Mike Stirewalt via KRnet]

> "2180cc Great Plains VW engine for sale near Atlanta, GA
$1200 takes the whole firewall forward, engine and KR2 engine mount.  See
  http://www.krnet.org/krs/whood-2180/ for details, photos, and contact."

What a great sounding deal for a good KR engine.  .  

Mike
KSEE
 


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KR> Chris Pryce's KR

[Mike Stirewalt via KRnet]

> "I am pleased to announce that 722KC passed inspection today after 8
1/2 years of construction."

Congratulations Chris.  You're an amazing pilot/person.  

Mike
KSEE


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KR> Marc's KR-1 in L.A.

[Mike Stirewalt via KRnet]

Marc Baca said, 

Mike, 

"I sold Sam Bailey's KR-1 (N31SB) after installing a new canopy.  
If anyone is interested, I"ll try to contact the owner for you.
Marc Baca East Los Angeles (323) 426-1462

**

Good to hear from you Marc.  You've pinpointed the location of Sam
Baily's third KR-1.  

Sam donated the one he used to do aerobatic displays with here:  
https://tinyurl.com/y57bvvor

The second on is, by now, back in the hands of Ken Cottle who, when he
bought it from Sam back around 2008, repaired some extensive hangar rash,
installed vortex generators on the wings, overhauled the engine and put a
new carb plus many other improvements. 

Now we know where they're all at while meanwhile, Sam himself was last
seen flying a spam can.  

Mike
KSEE   


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KR> Cost of building

[Mike Stirewalt via KRnet]

Larry said, 
"I've been ordering (and installing) parts on the KR and the Challenger 
recently and I'm reminded that to estimate the cost of building an 
airplane you take you best guess, double it, then add a 20% cushion."
 
Mark Wegmet then said, 
"And you'll be 50% short! :)"
All of which is why it makes so much more sense to buy one that's already
built!
Airplanes seem to be one of the rare items that cost less once assembled
than the cost of the materials and components in their unassembled form.
Ironic isn't it that the labor that goes into their construction actually
makes the final product worth less than than the plane cost before it's
been put together, inspected, given a certificate, registered, test flown
and placed in a hangar. How odd! 
Mike Stirewalt
KSEE 
 
 
 
 
 
 
 



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KR> Oops

[Mike Stirewalt via KRnet]

The post I just sent had "although as a plane with conventional gear
there's really nothing tricky . . .".

I meant to say "as a plane with a nose gear . . ."  All three of Sam's
planes were tri-gear airplanes.  

Mike
KSEE 


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KR> Propellers

[Mike Stirewalt 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."

I had the 52 x 52 Sterba that came with my plane sitting in the hangar
unused once I'd bought a Prince, then later on another Sterba (52 x 56). 
The 52 x 52 had a lot of miles and years on it.  The urethane leading
edges were slightly worn and overall I thought it could do with a refurb
job.  When I sent it to Ed I asked him to put some pitch in it if
possible.  When I got it back (a job he did for free, BTW), I found no
difference in performance with it even though he said he had tried to add
pitch.  Apparently it's easier to take pitch out than to put it in.  It
may not be all that easy to take pitch out however, hence the prop maker
cutting two inches off of the prop Jeff had sent in for re-pitching.  I
wonder Jeff, did that prop maker ask you about cutting the length before
he did it?  If not, which prop maker did that?  Without checking with
you, cutting a prop like that would be really annoying.

My Prince went to Edmonton, Alberta to go on a KR originally built in
Nova Scotia.  We may see it at a Gathering someday.

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.  That prop ended up
going back to the person who had originally bought it from Ed in 1987,
Ken Cottle, the builder of my N335KC.  Originally it was a 54 x 52 but
Ken cut an inch off each tip to get more RPM's so he could beat Jim
Faughn.  They built their planes around the same time and did a lot of
flying together.  After I sent this prop back to Ken, he used it on the
Sam Bailey KR he had bought from Sam.  Ken sold that plane and prop not
long ago to a fellow in Minnesota.  It left on a trailer and the new
owner never flew it.  The usual reasons I suppose, although as a plane
with conventional gear there's really nothing tricky in flying these
things.  Anyway, he traded it to a fellow in Michigan in return for an
ultralight or Light Sport . . . don't recall what Ken said just now.  The
fellow in Michigan is now selling it back to Ken for less money than what
Ken sold it to the Minnesota guy for, so he's made a profit on it.  The
ultralight Ken is currently flying isn't very much fun compared to his KR
so Ken is getting it back.  What Ken has got is a "Chimp" - a knock-off
of a Champ with a Rotax 582 (I think).  It looks kinda cute but, of
course, isn't an airplane.

I wonder what the status is of the Sam Bailey KR that went to Marc Baca? 
We don't hear much from Marc lately, that I've noticed.  Marc got that KR
from Ryan here at Chapter 14 some years back.  Ryan had driven to Kansas
to pick it up from Sam.  A third Sam Baily KR-1 is in a museum somewhere
around Pratt, KS where Sam lives.  Sam went to a Grumman I think, or
maybe a Cherokee.  I saw him take off for Denver when I stopped in Pratt
for fuel the last time I went to Mt. Vernon.  One would think he would
have stopped to look at my KR and say hi but apparently he was in a
hurry.  He had his wife with him and they had an appointment in Denver
(the FBO guy said) . . . so I didn't get to meet him.  

Mike
KSEE



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KR> Propellers

[Mike Stirewalt via KRnet]

Jeff said, 

> "Of course this depends on the induction system and carb as well."

I keep forgetting not everyone has an Ellison :-).

Mike
KSEE


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KR> Propellers

[Mike Stirewalt via KRnet]

Sam said re his Sterba 56 x 56: 
"(I could only get 3000 RPM with wide open throttle)
which saves a lot of wear on the engine internals . . ." 
There ya' go gentlemen. The fastest prop of the three he tried was the 56
x 56, a prop most KR people would almost unanimously presume would be too
much for our VW engines. With my 52 x 56 Sterba I get 3100+ WOT so this
experience of Sam's matches perfectly my own observations. Lower RPM's
mean lower engine temperatures which means less stress and wear and
liklihood of failure over time. Plus, less fuel burned means more range. 
Sam's surprise at how little difference the coarse prop made on his
takeoff and climb also agrees with my experience. The coarse pitch really
comes into its own when you get up into the thinner air at altitude. Down
low, there's very little penalty. I've been claiming this for years so
its good to have Sam's confirmation. The prop may only turn 2800 static
but those coarse blades are chewing more air with each revolution than a
flatter-pitched prop and up high, in the thinner air, they get a better
bite that translates into speed and efficiency. 
Jeff or any engineer will surely have apoplexy over what I'm about to try
and explain, but anyway . . . . no one has ever confused me with Stephen
Hawking. There's two ways of extracting power from a given engine. RPM or
torque (twisting force). Of course, any power setting is going to use the
two together but one can choose to emphasize one or the other through
one's choice of propeller. The coarse prop increases manifold pressure,
perhaps better thought of as cylinder pressure or, better yet, BMEP.
Through a series of gears and levers and explosions, this power is
channeled into a twisting force that bites into the air and shoves it
rearward. A flat pitched prop does the same thing without any particular
emphasis on BMEP. Flat props shove air rearward by flailing wildly,
generating heat and noise that certain types of pilots consider "sporty".
Aviation is for everybody so I'm not being judgmental here . . . it's
simply that there is something very _wrong_ with these people. Smiley
face.  
Engines. They run better when they have no obstructions (like butterfly
valves) obstructing the passage of air through the engine. Running WOT,
the ideal configuration for any engine, a flat-pitched prop lets the
engine spin without restriction, resulting in lots of heat from all the
friction being generated inside the engine, and noise from those same
sources in addition to the prop tips exceeding the speed of sound
creating the screech of tortured air. The sound of a T-6 taking off is
the textbook example. Paul Lipps, the brilliant engineer behind Phantom's
many wins at Reno, used to say it hurt his ears since that sound is the
very essence of wasted power. To run a VW at such speeds for even
moderate periods will soon cause something to melt, bend or break. How
much better it is to make the engine work hard by forcing it to turn
coarsely-pitched blades. Flat pitched props allow the engine to fight
itself internally, a battle which has no winner. With the throttle fully
open - no artificial resistance impeding the passage of air through the
engine - the air resistance against the blades provides the natural
limitation to the engine's desire to fly apart. Without this constraint,
this limiting factor of the engine's ability to turn . . . there is no
end to the troublesome possibilities. In Sam's case, 3000 RPM is as fast
as it will go. In mine, it's 3100+. Assuming we both have the same
engine, his prop turning at 3000 WOT is producing the same thrust as my
engine turning 3100-3200 WOT. The difference is, I'm generating more
internal friction which must be overcome with fuel consumption. In both
cases, the engines are working at their maximum WOT capacity and
producing the same amount of thrust - but one is more efficient than the
other. In both cases the same mass of air is being moved. In an engine
running WOT with a prop insufficient to limit the RPM to appropriate
levels, a large percentage of power being generated is being wasted due
to engine parts furiously fighting each other and by the noise of a prop
creating drag with the tips in persistent stall. The resultant heat is
not only damaging various components, it's using the engine's own power
to overcome itself. Instead of generating thrust, it's generating heat. .
. a total waste. Wasted as well is the energy lost as the stalled prop
tips generate noisy turbulance instead of thrust. The slower turning
engine, its prop limited by the natural resistance of the medium within
which it moves, producing thrust and wasting little in the form of heat
and noise, is in harmony with the natural world. Jonathan Livingston
Seagull.
The emphasis with the slower turning engine, in my case, is inclined
toward torque. Cylinder pressures will be higher with this engine, but it
will run cooler. It is easy to imagine how much more sense it makes to
use a coarsely pitched 

KR> Challengers, etc.

[Mike Stirewalt via KRnet]

"A bold free spirit charging fierce
Across the fallow land ..."

That couplet instantly brought to mind a Challenger.  

How disappointing it must be to hear this bold free spirit coming in the
distance only to discover it was a Mexicn with a leaf blower the next
block over.



Gill Robb Wilson was editor of Flying during my adolescence and into
young adulthood.  I remember him well.

Mike
KSEE


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KR> Challengers, etc.

[Mike Stirewalt via KRnet]

> "I'm not going backwards I downsizing and moving in to another phase of

my 50+ year aviation adventure."

I suppose if medical issues are involved going to a category of aircraft
that doesn't require medicals can be a solution but other than that, I
don't see any correlation between age and ultralights.  With their low
wing loading and erratic two-stroke motors ultralights are a lot more
risky than your tried and true KR.  I've known or heard about any number
of experienced pilots who have bit the dust (literally) with these pseudo
aircraft.  I think it's mainly the lack of control authority that comes
with such draggy, low wing loading airframes.  I suppose part of the
skill involved in flying them involves having the self-discipline to not
fly them in any but the most ideal conditions.  I had an invisible dust
devel pick me up and set me down in the grass alongside the runway at Big
Bear when starting a take-off roll in the KR.  If I'd been in an
ultralight it would surely have wrapped me up in a tangle of sailcloth
and aluminum.  In the lethal accidents I'm aware of with these things, it
usually has to do with "air anomalies".   

You know, there seems to be something we can call the "KR generation". 
We seem to be ageing out.  

Mike
KSEE


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KR> Covid poem

[Mike Stirewalt via KRnet]

Nice Larry.  If we had anybody on the list under 50 they'd make a rap
song out of that.   East County San Diego doesn't seem to be getting
fanatical about what you've elequently expressed, but what you've written
rings true.  I don't like it either.  Well done.


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KR> Jeff's KR

[Mike Stirewalt via KRnet]

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.  



My earlier posts re Dr. Hsu's queries was written before I'd read all the
returns he'd received from others.  I should have read them all before
responding . . . 

I get postings in digest mode - usually once a day although recently it's
been about three days since I've gotten anything from the list.   Digest
mode is much more convenient than getting an inbox full of individual
emails but the downside is I'm usually the last person to find out about
anything and, in this case, responded to something that had already been
addressed.  Oh well.  I'd still suggest anyone contemplating a Jabiru
consult with Colin.  He's taken that engine further afield than anyone on
the planet. 

Mike
KSEE


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KR> Engine query

[Mike Stirewalt via KRnet]

Dr. Hsu said, 

> "I was wondering if anyone knows the weight of a Revmaster2100D engine?
I am
thinking of replacing it with a Jabiru 3100 engine . . ." 

Info on the particular 2100D you're referring to can be found, for that
specific engine, at Revmaster.  They keep meticulous records of each
engine to the best of their ability.  Reference their website or call Joe
Horvath.  

***

Re the Jabiru . . . Colin Hale is the Jabiru fundi on KRNET.  I've no
personal experience with them but feedback from those who have chosen
Jabiru have been negative.   For me, my opinion on them is conclusive. 
For you or anyone else interested, you need to look into it.  Send Colin
an email.  Search the archives for his address.  

Mike
KSEE


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KR> Dr. Hsu

[Mike Stirewalt via KRnet]

I sent this earlier and it bounced back.  Maybe it'll go through this
time.

**
Dr. Hsu said, 

> "I see most of the older air planes (in the 60s, 50s or earlier) were
taildraggers, including some of the war planes and even bombers serviced
in
the WWII... Am wondering why folks didn't have much of a problem flying
taildraggers back then...?"
 
You're right, those nineteen year olds learned to use their forward view
on approach to determine if there were runway obstructions and estimating
how much braking would be necessary to get them stopped.  Rotating to the
flare, their distance above the ground was judged by looking out the
side.  It's the same problem current warbird pilots have.  It's not the
problem it might seem.  You'll have a good estimate of your height above
the runway when you pull it back for the flare and lose forward vision so
from then on it's just a matter of holding attitute and letting the plane
land itself.  They were heavy, predictable, not at all touchy, and if you
held the correct flare attitude and just let it settle and weren't too
quick on the brakes, they just set down and rolled out.   Nevertheless,
I've read several times that fully half of all of our WWII aircraft were
lost to training accidents.  
 
The KR is the same.  You lose a little forward visibility in the flare,
but you can still see forward and to the side.   Though forward
visibility is restricted in some tailwheel KR's, it's usually not much -
just the little bit over the nose.  An extreme case would be Richard
Siefert's KR-1 with it's steep stance as it sits on the ground. . . but
his is the exception.  Just keep speed down and hold the stick back all
the way, even if you bounce once or twice, all will be well.  Leave the
brakes alone.  You can steer with rudder, at least initially, and you
won't be needing to do that much steering in any case . . . nor braking,
for that matter.  I had the mechanical brakes on my first KR and I won't
argue that while hydraulic brakes are better, the cable and drum brakes
work just fine for what brakes are used for if used properly:  holding
short before takeoff, slowing down on the taxiway to turn off onto the
ramp, and sometimes slowing down on the runway itself after landing if
you don't pull too hard on the cable and get it to break at some attach
point - which will leave you doing donuts on the runway.  Gentle flying
with a light touch won't ever find you in this situation hopefully. 

Speed control on approach is everything.  Slow, slow, slow.  The gentle
KR airfoil will let you know with plenty of warning if you're getting
anywhere near a stall.  It gets mushy.  (This presumes the airfoils were
built precisely and washout and incidence are perfectly matched on each
side.)  If one wing is different in any way from the other, then you'll
just need to get a feel for what you've got.  No advice or hard and fast
rules are going to be much help.  All I'll say really, based on my
experience in learning to land my two taildragger KR's over the years, is
the only time I had trouble when going through the learning-to-land-it
phase was because I was approaching the runway with too much speed.  In
observiing first flights by others over the years, invariably their
accidents are due to the same thing - too much speed.  Speed is not our
friend when we get close to the runway, taildragger or tri-gear. 

The thing about tri-gear is it lets a person get away with sloppy
technique (misjudgments) easier than a tailwheel KR does . . . so in that
sense it's an advantage.  Nosewheels are sometimes called "training
wheels" with good reason.   Tri-gear really does make the initial
learning process easier but once you've gotten used to your plane, its
speeds, its quirks, its handling, etc. . . . . you're then left with a
nose gear you no longer really need. You're left with this funny looking
thing sticking out of the bottom of your cowling that just creates drag. 
 Once you get used to your taildragger you'll wonder why you went through
all the trouble of conventing it from the former to the latter - as you
mention you are thinking of doing.

I apologize for anything that sounds like sarcasm.  Tri-gear
configuration makes a lot of sense in a number of ways.  Wolfgang
Langewiesche says this very clearly in his book "Stick and Rudder". 
Since I've now mentioned this classic "must-read" book for anyone
interested in flying airplanes . . . if you read nothing else in this
very easy-to-read book, read his chapter called "Landings" - Chapter 3 I
think it is.  That chapter helped me more than any other single thing
when I was going through the process of learning to get my KR on the
ground safely.  It eliminated the concern I had had about hitting the
prop while landing.  That was a big worry I had.  This was back in the
early 80's when I got my first KR - when each landing was a dreaded
exercise in barely escaping disaster.  After reading Langewiesche and his
advice that I stop t

KR> PNW Mini FlyIn #2

[Mike Stirewalt via KRnet]

Sam said, 

> "Moral of the story...  Fly a tri-gear."  

I don't know if flying a tri-gear is the moral of the story, however it
surely does make ground handling more comfortable since you can see
things better and are sitting in a level, more natural, attitude.  I was
amazed the first time I flew a KR tri-gear (Jim Morehead's plane) how
effortless it was to handle on the ground and to land.  

I think once a person is comfortable with conventional gear, all landings
- whether tri-gear or not - are made exactly the same.  Stick full back,
as close to the stall as possible.  Full attention to the rudder. 
Tailwheel or tri-gear, exactly the same procedure.  Having a nose gear
should make landings uneventful and a pleasure . . . instead of the
white-knuckle experience it is for most people who are doing their first
landings in a tailwheel KR.  

Still though, tri-gear landings go bad.  Guys hit their nose gears on
touchdown and bend or break them . . . a consequence of coming in much
too fast and trying to force the plane onto the runway.  Tailwheel
training should help/prevent that from ever happening.  If I were ruler
of the world I would make it mandatory that pilots do their first few
hours in a conventional gear aircraft.  They would from then on
instinctively land whatever plane they might be flying as if it had a
tailwheel.   I think I would also mandate (as ruler of the world) that
all student pilots get at least a couple hours in a glider.  

Re Jim's plane, as effortless as it was to land, he and his instructor
still wound up off the runway upside down - at the very same airport
where I had done the first flights with his plane.  Jim had utterly no
feel for flying.  Some people don't.  Some people shouldn't.

Jim some of us may not know, has passed away.  Not as a result of
flipping his KR but rather a result of allowing a surgeon to do a knee
replacement while Jim had a slight infection on his arm.  The surgeon
didn't want to change his schedule and dismissed the arm infection as
inconsequential.   Minor infection  or not, once the surgical procedure
was done the infection headed straight for the knee incisions and turned
into MRSA which prevented the procedure from ever healing.  Jim and his
wife Rae went through several years of what was one horror after another
as the doctors tried to get rid of the infection and get the new knee to
heal.  They even re-did the replacement with another knee, with no
success.   They removed the knee replacements completely in a last-ditch
effort to give Jim at least some freedom of movement  . . .tried to get
the upper leg bone to bond with the lower leg bone.  That would have left
Jim  walking like Chester on Gunsmoke, but even that wouldn't heal.  I'm
mentioning this to remind any and all of us to never do any surgical
procedure if there is the slightest infection anywhere in/on the body. 
Jim was one of the healthiest-looking guys you can imagine.  He was
slender and without any bad habits - no hypertension, no diabetes, no
nothing . . . just a calm, healthy guy who let a doctor do something that
should have been postponed.  Rae was equally healthy and was an
energetic, optimistic woman who only allowed healthy food in the house. 
(I stayed with them for three days).  Taking care of Jim once the trouble
started had worn her down to a shadow of who she once was.

Jim and Rae drove from Cameron Park to McMinnville for our fly-in and
they barely resembled the healthy people I had met several years earlier
when we did the first flights on his beautifully-built KR.   Sorry to
bring this bit of misfortune into this conversation but perhaps
mentioning what happened to Jim, and how it happened, may save someone on
the list from making a similar mistake . . . a reminder of how easy it
can be to turn our world utterly upside down and over.  In this case the
mistake was being too nice.  They didn't want to inconvenience the
surgeon.  This is also a reminder that hospitals and clinics and all
places which cater to people with medical problems are ground zero for
virus' and antibiotic-resistant bacteria.  

Mike
KSEE


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KR> PNW Mini FlyIn #2

[Mike Stirewalt via KRnet]

 
"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 responsiveness of a KR.  Old planes have
their charm for some people but using one in order to develop a feel for
a KR is, saying it as nicely as I can, inappropriate.

Any of the Grummans would be far better choices, the best of those would
be the TR-2 but any of the 2 place models (they had different names and
varied slightly) would be closest.  The original Yankee would be best of
all since it was more touchy than the others that followed.  I think any
of the two-place RV's would also be good - Jeff can comment on that since
I'm just presuming . . . just going on what I've heard over the years.  
RV owners love to extol the virtue of their control quickness.  

I can't think how flying any of those old war horses named above would
help anyone develop an expectation or feel for a KR.  Using a car
analogy, it would be like using a 1948 Buick Roadmaster to help get a
feel for a Formula 1 car.   Sorry if I've misunderstood something. 

Mike
KSEE
  


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KR> N1213W

[Mike Stirewalt via KRnet]

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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KR> Roller bearings

[Mike Stirewalt via KRnet]

This isn't relevant to anything but I'll test the group's patience anyway
. . .

Over the last 25 years I've had two Suzuki GS-850G motorcycles.  The
first one, a '79, eventually blew a head gasket at 75+ thousand miles and
I've kept it for a parts bike.  The second one, an '82, is my daily
driver.  Born in the heyday of the 750's (Honda's, Kawasaki's, Suzuki's,
etc.), that is in the mid-70's and on into the 80's, these four-in-line
engines took the motorcycle world by storm and of them all, Suzuki's
design has proven to be the most  resiliant . . . the most "bulletproof"
- a conclusion arrived at by those bike journalist/historians who
periodically write articles on this subject.  One reason (I've repeatedly
read) for the Suzuki's durability is due to their use of rollar bearings
on the crankshaft.  I don't know enough about what the other companies
used back when these Suzuki engines were new, but I'm assuming they used
plain bearings.  Could be wrong.  What I can say for sure is these
Suzuki's of that era have proven (in my limited experience) to be the
most reliable machines ever built.  A conscientious owner would of course
pay attention to oil and filter changes, valve adjustments, transmission
and final drive fluid replacement, etc. but the amazing thing about these
Suzuki's of that era (and perhaps since, I've no idea) seem to soldier on
whether any attention is given to maintenance or not.  They seem to be,
if not the most foolproof mechanical devices ever invented, certainly up
near the top of the list.  Using roller bearings to sustain the
crankshaft in these bikes seems to have been perhaps the most critical
design factor in their longevity.   Bike fundis much more experienced
than I have made this observation over the years so, based on my many
years of hands-on experience with these utterly reliable bikes, I can't
but agree.  The fact that knowledgable people found it relevant to make
this distinction re the Suzuki crankshafts, makes me think the other bike
makers _didn't_ use roller bearings.  

If Harleys use roller bearings on their cranks, I finally have something
good to say about Harleys!

Mike
KSEE
  


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KR> Wing gap covers

[Mike Stirewalt via KRnet]

Bob Goodnight asked, 

> "What is used to cover the gap in the wings when bolted on?"

Ken Cottle came up with a solution which has survived well for thirty
years plus.  I don't know just where he got them, but he installed
brackets underneath both wings which can be tightened or loosened and
have a slot which holds one end of a long, skinny fiberglass 3-inch wide
strip that covers the gap top and bottom.  The strip is anchored with a
metal curve which fits the trailing edge and anchored on the other end by
the aforementioned bracket.  If you'll look at the pictures at this link 

https://tinyurl.com/y6g6a9yw

you can get some idea of what I'm describing.  I ought to do some better
photos of these strips and the adjustable mechanism that allows them to
be secured in place.  I once asked Ken where he got those adjustable
mechanisms you see in the picture and seems to me he didn't remember, but
I can ask again.  I'll also take some more explicit photos next time I'm
at the hangar.  

Mike
KSEE


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KR> Flying Fool #1

[Mike Stirewalt via KRnet]

Yes it's true Juno is a PITA but it's not a threat to security.  Norton
and McCafee are liable to say anything to make you think there's a threat
involved but it's just an ad Juno tacks on to the bottom of their every
email which is an annoyance.  And I actually pay $30/yr to keep that
address going since I've had it about 25 years.  I need to get rid of it
and use my normal address "propbala...@att.net) but KRNET started out
with Laser147 so I've just not changed it out of laziness primarily. 
It's not a threat though.  Just an ad.  

Norton once was king of the hill with virus protection but these days,
after changing ownership several times, it's no better than McAfee, maybe
even worse.  I don't use any of them, just keep all operating system
updates up to date, as well as programs.  Also use Microsoft's built-in
virus software.  Never have problems and always use common sense.  No
clicking on unknown links and no responses to unknown and flaky-looking
emails.  Common sense is the best protection.  The "virus protection
outfits" are just fear mongering and trying to make a buck.  They're
obsolete, all of them.  

You're right about Juno though.  It's obsolete as hell.  Not a source of
threats, just an out-of-date email client that runs on Internet Explorer
which, of course, nobody in their right mind uses anymore.It still
works and I keep it for a couple reasons, but it's past time to get rid
of it.

Buy Jeff's plane.  You're a rich Texan.  

Mike
KSEE


  


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KR> Goodnight's project

[Mike Stirewalt via KRnet]

Bob Goodnight said, 

"I recently purchased a one flying KR2 project . . ."

Sounds like its time to buy Jeff's plane.  There's not likely to ever be
a nicer and more airworthy KR on the market.  This is a rare opportunity.

*

Any chance you are related to the famous Goodnights of Texas?  

Mike
KSEE


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KR> Jeff's KR

[Mike Stirewalt via KRnet]

Jeff said, 

"For building, I'm slogging along on the rebuild of the wrecked RV-6 I
bought this spring."

Traitor :-)

Mike
KSEE


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KR> Panel Preferences

[Mike Stirewalt via KRnet]

Dan said, 
" . . .they are in some ways more simple and if one instrument goes out,
you don't have to replace the whole thing."
That's a good point Dan and often overlooked as we stare in awe at the
fancy displays. I get along with both steam and glass but for challenging
flight conditions I much prefer what is familiar and predictable. 
Nothing is prettier to me than a six-pac with an HSI and some other round
goodies to complement things.  Since much of my flying has been outside
of the U.S. I have a special affection for the ADF.  The first time I did
an IFR checkride the check pilot had me do an NDB into Santa Monica and I
nailed it perfectly, in coastal cloud, and I'll never forget what a good
feeling that was.  
ADF's are good for spotting bad patches if one happens to stumble into
some embedded thunderstorms.  A poor man's StrikeFinder.  And of course,
listening to Arlo Guthrie singing 
Coming into Los Angeles
Bringing in a couple of keys
But don't touch my bags if you please
Mister Customs Man

on the ADF as I was doing exactly what he was singing about.  I wasn't in
a jetliner and not coming from London, nor of course did I intend to go
anywhere near a "Customs Man", but things like this give that ancient
instrument a special place in my heart.  Surely they make lighter, solid
state models that barely resemble the old ones, but anyway . . . who
needs them?.  Well . . . we might.  A massive coronal ejection could at
any time take out our GPS capability . . . along with everything else
electronic (such as our glass panels) that's not extremely well
protected.  We sure live in a goldilocks world these days.  I wonder how
long it's going to last.  I appreciate very much . . . I think we all do
. . . being born just after WWII.  We've been the beneficiaries of so
much . . . .
Mike, KSEE

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KR> 1985 Falco, 720 hrs.

[Mike Stirewalt via KRnet]

A piece of aviation art, in annual with 30 hrs on a IO-320, just sold for
30K.  

https://tinyurl.com/y7r2vlkk

The time and expertise that goes into one of these is taken on only by
the best.  I saw a red one on the ramp at Gallup very early one morning
as I was leaving . . . one of the all-time most beautiful aircraft.  Same
designer who did the SF-260.  Stello Frati.   I'd sell that CS prop and
put a really coarse Catto or even a Prince without the P-tips (he does
build straight props) . . . something that would grace this aircraft. 
That CS boat anchor needs to be on a Turbo Arrow or something equally
ordinary.

That someone's pride and joy, in annual, can be had for such a pittance
says a couple things - one, the owner must be staring at the yawning
grave (or already dead) or two, used airplanes have joined boats and RV's
in a race to the bottom.  Or maybe it says three things . . . that's one
lucky buyer. 

Mike
KSEE


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KR> Tires

[Mike Stirewalt via KRnet]

> "I highly recommend Desser retreads if they have them in your size."

I got my first set of tires from Desser in L.A.  They were new Ching
Shins.  Great tires, great price and were mailed expeditiously and for
free.  Great experience with Desser.  

When I went to order more (we're talking quite a few years ago now), they
no longer had the Cheng Shins so I ended up sourcing them somewhere else.
 I'll certainly keep Desser in mind for my next set.

Regarding retreads, the company I worked for out of Swaziland used Bandag
retreads on the C-310's and C-402's.  I've run over many a Mopane thorn,
termite mound, hidden rock, and even a native once in a while while
flying throughout Southern Africa.  Never had a problem with those
Bandag's.  They even did retreads on DC-3 tires.   Retreads can be
excellent.  

Mike
KSEE


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KR> Ellison EFS-2

[Mike Stirewalt via KRnet]

> " Love to here any guesses or from anyone with experience."

Mark has had an Ellison diaphram sitting in a glass jar of ethanol for
the last ten years or more with no damage last I heard.  

Except for adjusting the idle up a tiny bit, I haven't had to touch my
Ellison in the 14 years I've had it.  My fuel line goes through an
electric pump, an automotive-size fuel filter, a fuel flow turbine, and
finally the pressure regulator.  I avoid auto fuel although I've mixed
Chevron Premium in with the avgas on rare occasions.  Utterly
problem-free carb, in my experience.  It's top mounted.  I learned to my
surprise that the engine will continue to run off of the header tank
without the fuel pump on.  Siphon fed I guess you'd call it.  I turned
the pump off in cruise one day just to see what would happen and nothing
did.  I wouldn't want to do that in any other configuration other than
cruise and descent though.  There's a back-up pump in case of primary
pump failure.  They are both the round kind of aluminum colored pumps
that look almust just like a fuel filter.  

**

BTW, I've mentioned to Mark there's a fellow here at Gillespie, Doc
McCallister who has an EFS-2 boxed up and ready to ship.  I haven't seen
it.  He bought it from Sparky a number of years ago and decided he wasn't
going to use it for the purpose he bought it for so it's for sale for
$500.  Doc McCallister, (619) 244-4015.

Mike
KSEE

 


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KR> Phone-based EFB/Tires

[Mike Stirewalt via KRnet]

Thanks Mark & Larry for the feedback.  I'll give kneeboards another look
as I do my re-evaluation of cockpit configuration with whatever new
navigator I buy.  A kneeboard would sure solve the tablet-size situation.
 One needs a big screen for plates in any case and I carry in a side
pocket a thin Windows 8-inch tablet for Pocket Plates, AF/D material,
etc.  

That Nexus is a fine tablet I know but that wide bezel takes up even more
room in addition to the screen, whereas with a bezel-less phone screen I
can probably go to a six inch screen since my ATC also has a bezel . . .
they are narrow, but still, they add to the overall dimensions.  These
phones I've been perusing have very narrow bezels, or none at all.  A
"OnePlus 6t" has been suggested by someone using one.  I think I'l like
something less narrow, but Avare may run just fine on it.  I'm still
looking. . . .

Here's my current situation I'm hoping to duplicate.
https://tinyurl.com/yc6qgk79



I'm including a "Spruce Warning" to this email since a friend of mine has
just bought some tires that shouldn't be on a wheelbarrow, much less an
airplane.  I bought these in January 2012 and had the blowout on December
23rd 2014.  Please know that I know that I'm a dumbshit for not changing
these tires before they got into the condition you see them in, but
apparently I just couldn't believe that any tires bought from Spruce
would be a little durable.  I got 34 landings and go-rounds on these
tires before the flow out occurred as I was taxiiing in for fuel down at
Brown Field.  I was planning on taking a trip to the desert in the next
two days so this was an extremely fortunate event to happen right next to
a maintenance facility not far from my house.  It would have been an
utterly different story if I had taken these tires to the desert.  

They are branded TON KEEP.  I remember posting a note on KRNET about
these tires back when this happened, to warn people, but I can't find the
posting for whatever reason.  It would have been late 2014 or very early
2015.  I felt so strongly about what crap these tires are that I took
photos, had them printed at Costco, and included them with a letter to
Spruce up in Corona.  I called first and directed my envelope to the
Purchasing Agent.  I explained that I had gotten thirty four landings out
of these tires and anyone with any sense would have taken them off after
20.  I could see wear happening within the first couple landings.  It's
like they were made out of plastic instead of rubber.  

I keep records on these things - compulsive documenter when it comes to
the KR.  I normally get 189 (the least I have on record) landings and
go-rounds on a pair of 4-ply rating Ching shins.  They had become hard to
find for some reason at that time so I bought these from Spruce thinking
that anything from Spruce would be at least decent.  I thought for sure,
following my letter and pictures, they would stop.  Much to my surprise,
another KR owner just bought a set of these horrible tires from Spruce
so, if Spruce won't listen, maybe this note will save somebody on KRNET
from making the mistake of ordering TON KEEP tires.   Mine are
4:35/3.50-5's and the ones my KR friend bought are marked with different
dimensional nomenclature but are also for five inch wheels.  Basic the
same size, just different nomenclature.  11/400-5 I think (not sure). 
I've gone through a number of different brands - Nanco, Cheng Shins (my
favorite), and one or two others but these remarkably lousy TON KEEP
tires are in a class all by themselves.  I'm amazed Spruce is still
flogging them. 

Keep in mind when looking at the pictures this tire has had 34 landings,
all of them on pavement.  I make it a point of personal airmanship to
never use brakes on touchdown unless I'm going into something that's too
short to stop naturally.  There were no such short strips indicated in my
logbook during this period.   I might touch them when exiting the runway
and when holding before takeoff, or when stopping at the gas pump . . .
but none of the wear is from brake use.  

https://tinyurl.com/yb62ot3l

Mike Stirewalt
KSEE


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KR> Phone-based EFB

[Mike Stirewalt via KRnet]

> "for $100 more you can install Skybeacon with three screws and 
attaching two wires . . ."

I'd heard they (Uavionix) are now selling only the "certificated" models
of that design, but maybe that's true only with the Tailbeacon.  I'd read
on Avweb or somewhere that they're not selling those models to the
Experimental market . . . just to Certificated.  This is a recent move.  
I'll keep an eye on them for sure.  Since I already have position lights
and strobes on the wingtips, I like the echoUAT/SkyFX equipment better
anyway.  Plus its a little cheaper (gotta keep to KR tradition you know).
 

For Experimentals they now have the TailbeaconX which has "diversity" -
that is, it picks up and transmits to and from satellites as well as
ground stations.  Which makes it compatible with the rest of the planet. 
If I don't die before I do it, I intend to fly the coastal route up to
Anchorage . . . a "bucket list" sort of thing since Merrill Field is
where I started my flying.  Although . . . I'm thinking Canada isn't
going to enforce their mandate until 2025 (I think), so this diversity
aspect isn't an important factor at this point.  As for Mexico . . .
well, Mexico doesn't give a crap unless you're above 18K.  The rules may
say one thing but in practice . . . .Mexico will always be Mexico.  The
TailbeaconX is truly a one-stop solution since it contains a Mode S
transponder and it's own GPS, all of which guarantees a compatible return
on the performance tests  It doesn't need to be mounted outside the plane
either.  The LED tail-light goes to waste if the unit gets mounted within
the fuselage, but perhaps through a software tweak option the LED can be
turned off.  If left on, it provides a lighted baggage area so that when
I go walking around back there while in flight I'll not bump into
anything.  

Mounting the TailbeaconX inside the fuselage eliminates having to mess
with existing position lighting and attendent switch and wiring. 
Apparently the wooden structure doesn't cause an impediment to signal
exchanges.  I'd want to confirm that before buying one.  It's a great
option for those who don't already have a Mode C with encoder.  It's
currently $2500 and has a small rebate and is not yet for certificated
airplanes.  It's kind of amazing.  A Mode S transponder, GPS, ADS-B
transponder for both 978 and 1090 reception and transmit to your panel,
and taillight (if you want it) all in one.  It can be controlled from a
nuimber of existing EFIS units, or one can buy a transponder control head
that's also an artificial horizon, AofA indicator, G-meter and several
other functions.  It's $900 for the small one and $1500 for the fancy one
but the fancy one is really fancy.  

https://uavionix.com/products/tailbeaconx/

Adding this wonder unit to the KR along with a control head will run
between $3500 or up to $4k for the really nice front-end, all of which I
agree is half the value of some of our planes.  But then, for
perspective, prowl around BeechTalk or even the RV guys on VAF and see
what those guys spend for avionics.  Or have an avionics discussion with
Dan Heath :-).   These Uavionix prices are actually miraculous in light
of their capability and worldwide compatibility.   

So . . . who has got an Android phone with at least 600 nits and a five
inch screen?  The Garmin 660 has a 5 inch screen and so does the smaller
unit that iFly sells. The Garmin requires its own ADS-B receiver so now
we're getting into another $1400 for the two, assuming buying a used
GDL-39-3D on eBay.  I've seen them go for $300-$400 and occasionally even
cheaper.The small iFly I haven't looked at in a while but there was
something about it that made it a non-starter.  Can't recall now just
what it was . . . . . certainly worth another look though. (This 520
model is no longer on their website - looks like they dropped it.)

I'm still very much in  "intelligence gathering" mode.  Thanks for the
replies so far!  I think I may have another ten years of flying in me, so
I'm still interested in all this.  I do have days however where I look at
my pace of getting things done and seriously wonder if I should just sell
the plane and die.  Kidding, kidding.

Mike
KSEE


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KR> Phone-based EFB

[Mike Stirewalt via KRnet]

A while back some kind Netter mentioned how well a Wal-Mart $30 LG phone
works as a back up with Avare installed.  Indeed, I bought one and its
amazingly useful for the money - basically a small, fully functional
Android tablet.  I currently use it as a radio to listen to the BBC.  I
haven't been flying lately, one reason being I live within a Mode C Veil
and haven't bought an ADS-B set-up yet.  I'm pretty sure I'm going to go
with Mark's recommendation re the uAvionix echoUAT with the accompanying
GPS module - all of which is only $1399.  

The question then becomes, "What device do I want in order to display the
incoming ADS-B traffic that the echoUAT provides via wi-fi?".  If I use
Avare, it remains to be discovered whether the uAvionix signal is
compatible with Avare.  I'm guessing it is, or will be soon.  So then the
question becomes "What display device do I want?"  I want something
around the same size as my AnywhereMap ATC with its five-inch screen. 
The cockpit in my KR-1½ is smaller than what you -2 guys have.  My ATC is
mounted on a suction mount low and to the center of the panel.  Anything
larger than a 5 inch screen would block even more of my panel than the
ATC does, so I'm needing something small.  A Garmin 660 would be perfect
but going Garmin is its own world, although I may yet do it.  I love the
660 from what I know of it.  But why spend the money for the 660 with its
separate (and unnecessary with the echoUAT) receiver . . . when a couple
hundred dollar phone running Avare would render almost the same
experience?

Some phones are now exceeding 1000 nits.  My $30 Wal-Mart LG phone will
serve just fine as a back up since it has everything in it, including GPS
and all sorts of sensors, but doesn't have a sunlight readable screen.   
There's probably a few of you phone people who have found and are perhaps
using a small, bright-screen phone that would nicely replace my AWM ATC
for navigation while also communicating with the echoUAT for ADS-B data. 
I'd appreciate any suggestions.   I suspect there's a lot of us pondering
this same situation since by the time the Lee's Summit Gathering comes
around we'll need to have our ADS-B solutions in place.  I suppose we can
get exceptions for getting in and later getting out, but that's a fairly
awkward way to do things.  

Thanks, 

Mike Stirewalt
KSEE

PS:  Those of you in my situation may want to take a look at the GRT
website.  

http://grtavionics.com/home/efis-systems/mini-series-efis/

They have a dizzying array of choices.  I've already got an artificial
horizon with GPS-based heading readout (my TruTrak ADI) so I don't need
any of that fancy EFIS stuff they are selling but it sure is interesting
to look at, and very inexpensive (relatively).  They've even got
autopilot servos for $770 each.   


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KR> hat off to engineers

[Mike Stirewalt via KRnet]

> "I don't have cable tv and network tv offers me almost nothing.  I've
been watching a lot of 
YouTube, including some KR material."

Good move Larry.  I put my TV in the garage three years ago - an
intermediate step on its way to the recyclers.  At worst it spews toxic
poisons and at best wastes our precious time with meaningless diversions.
  

Mike
KSEE


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KR> Li-Iron batteries

[Mike Stirewalt via KRnet]

Larry said, 

> "I've accidentally shorted them out rebuilding battery packs and it
ain't a 
pretty picture."

Larry used to fly a tri-pacer.  


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KR> Electric KR, New Zealand

[Mike Stirewalt via KRnet]

Forwarded to KRNET by me (hope Robin doesn't mind!)
Robin Macdonald
flyer67.ro...@gmail.com
**
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.  


Hi Mike, 

I see from the Krnet you have a a KR2.   I am in New Zealand and
purchased a KR2 that had been built in the 70's.  When I got it home
there was a few problems with it so strpped it down & started again, then
in the middle of it it all we got hit with 2 earthquakes in 2010 & 2011 &
about 20,000 aftershocks.  My house was not badly damaged - a few cracks
in the paster but not much . . . not like some people.   I decided to
shift so the KR went into storage.  I've relocated & built a big garage &
am in the process of bringing the KR2 home.  I looked into using an
electric motor instead of the 1835 Hapi that I purchased - that is
another story.   I found a Drone motor 40 KW, 60 HP complete with a ESC (
Electric speed controler) then looked for batteries, but not much luck,
so decided to build my own with 1865 Lithinm Iron. 


Then in the middle of all that the country became locked down with the
Covid 19.  We are now back to normality what ever that is & in the
process 
of purchasing a spot welder for the batteries & 1000 batteries from
China.  (My emphasis) So, in the next 6 - 12 mths should be a lot further
ahead with it all. 


Regards 


Robin Macdonald 


New  Zealand   

Virus-free. www.avast.com 
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KR> Maloof Prop

[Mike Stirewalt via KRnet]

" "Is the Maloof prop still around? It had a lot of caution areas and I
guess somebody just liked to putt around at 
2400 and lost a blade.Anyway my 2100-D engine came with it from Joe at
Revmaster.
Dobie  KR-2 N233AD."

I know someone with an unused (brand new) Maloof in their hangar who has
no plans for it and would probably like to get something for it.  PM me
and I'll send his email to anyone interested.  

I had the Maloof on my first KR and had no problems with it.  The
constant-speed controller never did work well, for me or anyone, so most
people using this prop (such as Jim Evans up in Northern California) went
to a two position switch.  Full flat or full coarse.  The blade issues I
heard about, maybe two in all, were on turbocharged Revmasters, like
Jim's was.  I think Ken Rand had a Maloof on his turbocharged KR which he
went down in due to ice.  Jim lost a blade while cruising to Oshkosh at
above 20K feet and made a successful forced landing.  Like Roy Marsh, he
was an ex WWII fighter pilot.  Revmaster came out with an improved hub
and I recall buying at least two upgrades/improvements with this prop.  I
think failures were quite rare but props aren't supposed to fail at all
so it only takes a couple of incidents before people lose faith in the
design.  

With my current KR N335KC, going to what most VW KR operators would
consider a very coarse prop - Sterba 52 x 56 . . . I've been surprised by
_how little_ take-off distance and climb I lost in going to this cruise
prop.  My philosophy now is to buy the prop that will be optimum for the
type of flying one does.  I bought the 52x56 for cruise in the thinner
air of 11K - 14K altitude and it's been perfect, giving me a WOT of 3100
to 3200.  The plane will still jump off the runway after a few hundred
feet with an initial climb rate of 1000±.  (It's a single-place, under
600 lb. empty).  If I were to buy another prop I would try 54 x 56
(Sterba) since longer props are more efficient (I've read).  I'm guessing
WOT with a 54 x 56 would render about 100 RPM less but deliver a bit more
thrust despite the lower RPM.  I'm thinking the longer prop would likely
have improved thrust since longer is better (they say) and would develop
less drag thanks to a lower tip speed.   I've recently learned that a tip
speed of .65 Mach is ideal.  I've been thinking it was in the .8 range,
which is where my current prop is when turning 3100-3200.  

Mike Stirewalt
KSEE





 


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KR> Electric

[Mike Stirewalt via KRnet]

John Mason said, 

"I will go one further and offer 81JM as a test bed to anyone who can put
together a credible plan to electrify her. She is currently flying with
all
basic instruments working."

That's a generous offer and surely will be of interest to any number of
innovators in the electric world.  Poking through the forums on that
subject I've seen these folks build wood and composite structures as
testbeds for their projects - pretty crude looking compared to a KR. 
I've seen KR-sized firewalls with an electric motor mounted.  How much
further along they would be with an already flying plane like your KR! 
Harbour Air in BC has converted one of their Beavers for commercial
operations and plan to convert the rest of their fleet.  A Caravan was
recently electrified

https://tinyurl.com/ybwzz7wa 

and huge strides are being made in Europe, China, here in the US and
surely many other places.  Tesla recently bought Maxwell who itself is
involved in development of electric aircraft so Tesla is obviously
involved in this enterprise as they are in so many others.  Musk moving
to the U.S. was surely a huge loss for South Africa, but oh well.  If it
wasn't for their communist and thoroughly corrupt ANC government he might
have stayed.

Anyway, this direction towards electric flight is not hard to understand
when you see an 80 HP motor that weighs 20 pounds and doesn't need
overhaul until 10 thousand hours.  Lots of homegrown individuals with
electrical skills are putting together these motors with controllers,
batteries, and monitoring panels - mostly on ultralight/LSA sized
airframes at this point.  Clearly there's a mad dash going on to develop
higher energy density/lighter batteries.  Musk is shooting for
400wh/kilogram within 5 years but with so much effort going into this
project, breakthroughs will likely arrive much sooner.  It's a really
interesting subject and one the upper atmosphere sorely needs since at
current rates carbon emissions from airliners are scheduled to double by
2050.  Here's a media overview of recent developments. 

https://www.youtube.com/watch?v=hHApAWHO_bc

  


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KR> Electric

[Mike Stirewalt via KRnet]

Someone in the initial thinking/designing phase of a KR project might
consider using electric power instead of our tried and true engines. 
Pipestrel just got their trainer approved by EASA and the FAA can't be
far behind.  Once the gate is open there will be a flood of electric
planes getting certified and hitting the market.  None of us with engines
would give up our known power sources but for someone thinking of
building . . . I haven't looked into it be just from general impressions
an electric motor, maybe one taken from a wrecked Tesla, hooked up to a
self-sought controller and batteries and other components . . . Pat
Panzera probably already knows someone in the LSA or Experimental field
putting together turn-key electric propulsion solutions for homebuilders.
 Electric planes are good only for training or flying around the ranch
but Pipestril is saying they'll have a four-seater with three hours of
range certified a year from now.  Their EASA certification arrived a year
earlier that they had been projecting so this technology is moving fast. 
In ten years I would expect fast chargers sitting next to the fuel bibs
at just about any airport except the smallest.  

Just an observation prompted by the Pipestril certification.  Electric
power is the future, and not that far away.   The KR is a slick fuselage
with a wing that carries a lot of weight without much trouble -
relatively perfect.  If someone were to buy NVAero and start thinking
electric our KR designs will be part of the evolution.

Mike
KSEE
  


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Re: KR> KRnet Digest, Vol 8, Issue 94

[Mike Stirewalt via KRnet]

Hi Jeff, 

> ." . . that hand flying it placed more stress on the pilot which could
magnify complications and it would put too
much stress on the airplane . . ." 

Light chop, no problem leave it on.  My comments apply more to strong
turbulence.  "Bad weather" with light turbulence is fine.   It's the
turbulence part I'm referring to in suggesting one turn the autopilot
off.  If the instructor was suggesting you leave the autopilot on in
moderate to severe turbulence, he isn't a very good instructor.  This
point is really basic.  I doubt you'd find many bad-weather pilots
agreeing with that instructor. 

Mike
KSEE


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> "As to the other part about stressing the plane, at least in the case
of a KR, they are pretty tough and in any case there is always staying
below maneuvering speed . . ."

As soon as I'd sent the email I realized I'd left out that extremely
important point . . . to slow down.  I wish my Juno email was more
idiot-proof.  I followed that first email with an addendum regarding
slowing down, something I'd left out of the first email in my haste to
hit the "send" button.  The second email got sent to my own email instead
of KRNET, so that point you make got left out.   Yes, getting down to
maneuvering speed is extremely important.  

Re an autopilot and artificial horizon, some of them have an artificial
horizon as part their system.  That's probably what your Chaptyer
president was thinking of.  TruTrak had one that incorporated the ADI
(which is what I use for attitude reference) and if one of these systems
had ever come up used I surely would have bought it, but they're rare. 
Their other autopilot systems were more popular.  In any case, if the
autopilot system has an AI included, turning off the servos wouldn't
necessarily affect your attitude reference - depends on which system
you've got.  Having an attitude reference is essential in any case. 
They're getting amazingly inexpensive - all of the electronics are for we
who fly Experimentals.  

Mike
KSEE
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> " . . .lets say you venture into stormy conditions
and want this unit as a safety . . ."

Standard procedure with any autopilot is to turn it off in turbulence. 
The autopilot will fight what shouldn't be fought in those conditions. 
Not only will it stress the servos and other relevant components of the
autopilot system, it will needlessly stress the aircraft structure and
control surfaces.  Other than keeping the plane right side up and on
course, when caught in turbulence you let the sky have the plane.  

Mike
KSEE
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> "This is the auto pilot being talked about on the Thatcher talk group. 

It doesn’t attach to the ailerons or elevator,
 it attaches to small trim tabs added to elevator or ailerons. As talked
about on the other group."

TruTrak was working with this concept.  They were going to charge $1000
for it and since I like their company I wanted to be first in line.  I
think it worked well, the problems came with having to develop a "kit"
for every different aircraft and the project got bogged down and, now
that we know they've been bought, there were clearly some other irons in
the fire more important than this autopilot they were developing.   I
think they did get a kit developed for the RV-4 so there's probably a few
of them flying.  Considering they (TruTrak) were going to have to do this
with a ton of different planes, it's no surprise the idea was dropped.  

Somebody else has picked the idea up though and it seems to me it can't
miss.   At only $200 for a wing leveler w/altitude hold, it's bound to be
very popular.  Perfect for the KR both in terms of price (of course) and
the KR's light control forces.  We fly these planes more by thought than
by actual manipulation of controls so this thing will probably work
better on KR's than on Thatchers or anything else.  In a plane one can
steer just by leaning from side to side, it doesn't need powerful servos.
 The KR started out as a model airplane, after all.  It's not a stretch
to think these lightweight and inexpensive components will work just
fine.  

Mike
KSEE
   
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

Just stumbled across this.  Top of the line model with all the options
seems to be about $700 whereas just a wing leveler with altitude hold
appears to be less than $200.  

Worth exploring I think:

https://www.xflighttech.com/

Mike
KSEE


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KR> Revmaster 2100D - Electronic Ignition & Power Upgrades Sam

[Mike Stirewalt via KRnet]

> "This setup reportedly yields about 80 HP (according to the article),
and
right now I rate my 2100D about 70 HP (bone stock except for MOFOCO 041
heads).  More importantly than HP ratings however, I'm curious to see how
these changes affect my climbout performance, and also my static RPM on
takeoff.  I will certainly be able to tell if it runs significantly more
powerful than before."

I think Steve rated his 2180 engines at 76 hp @ 3400.

When you're comparing your static RPM and climbout performance - the
coarser pitch of course will reduce your static RPM.  I went from a 54"
to 56" pitch . . . actually I started with 52 x 52 which is what the
plane came with.  With the 52" I'm thinking I had 3500 with full
throttle, maybe a little more in cruise . . . certainly a lot more RPM
than I wanted - having read Hoover's work and knowing just how wasteful
it is to turn the engine that fast.  Higher internal friction, higher
heat, higher stresses.  Going from the Sterba 52 to a Prince 54" pitch
(same diameter) my takeoff RPM dropped to about 2800, which is what it is
now with the 52 x 56" Sterba.  Keep in mind when comparing things that
even though the prop is turning fewer revs, each swipe of the blade cuts
a thicker chunk of air and sends it backwards in the form of thrust.  I
was surprised how little runway and climb performance I lost in going to
a coarser pitch.  The coarsely-pitched prop really comes into its own
once you reach cruise when you let momentum build, unloading the prop and
allowing it to turn at it's natural WOT RPM.  In my case, both with the
Prince and the new Sterba, revs top out at 3100 - 3200 (biased toward the
lower figure) which, because of mach tip speed/drag and a couple other
factors is just where I want it.  I like going high where the air is
thinner so the coarser blades taking bigger bites of the thinner air is,
to my lights, the most efficient use of my engine and prop and plane. 
The Sterba 52 x 56 stresses the engine right to the edge of it being
overpropped.  To explain that better, when adding throttle for takeoff,
the engine won't take full throttle until I'm moving along at 30 MPH or
so, just enough to unload the prop a little.  It's very happy at WOT from
that point on, both for climb and for cruise.  Unless it's a hot day I'll
leave the throttle at WOT from takeoff to cruise.  Altitude reduces power
for me automatically.  On hot days however, full of fuel and travelling,
I step climb it with reduced power to keep oil temp reasonable and just
being nice to the engine.  My baffling is a mess and needs re-doing but
since I've gotten to know this engine so well I allow for things like
that in the way I operate it. 

I sent the original 52 x 52" back to Ed Sterba for refinishing.  It had
been on the plane 20 years or more and still looked fine.  No nicks to
speak of.  The urethane leading edges had slightly worn over the years
and I thought it would be interesting to see if he could actually add
some pitch to this prop.  He said he tried but when I put it back on the
plane I could tell no difference.  It did look brand new however after
his re-finish job.  He didn't charge me anything for restoring the
urethane and otherwise finishing off the prop to look like new.   That
prop got sent to Ken Cottle, the plane's builder.  He wanted it for his
KR, one of the three KR's that Sam Bailey built.  

https://1drv.ms/u/s!Au6bGVdsjGkwgzvfFeSwpd6cU1HR?e=2WSI9M

or

https://tinyurl.com/yau83nd6

Mike Stirewalt
KSEE

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KR> KR2 Super2

[Mike Stirewalt via KRnet]

I'm periodically astonished to see just wha a comprehensive membership of
people who have a relationship with the KR series in one way or another,
or just with subjects (engines for instance) which are associated in one
way or another with KR's . . . or who just maintain their newsletter feed
to stay on top of what's going on with our worldwide KR community.  

So great to hear tha Colin is back on track to rebuilding his world
traveller.

A good friend in Johannesburg is building his own design, borrowing
heavily from his experience building his original KR-2.  This one won't
have wood spars . . . all glass.  Strong as we know our wings to be with
their wooden spars, are any wing failures related to glass spar failures
in the various "Look-alike" KR's that, like my friend's, is being built
just with glass spars?  Are they inherently weaker than our wood spars?

Although not a builder, I'm strongly impressed with the excellent record
of our wooden spars and forged cranks.  Although I doubt anyone is
claiming glass is stronger than wood, is there anyone claiming that glass
is _just as strong_ as wood?  Is it?  Or is it just a cheaper, easier way
to do things?

Mike Stirewalt
KSEE




 


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KR> Airborne Virus

[Mike Stirewalt via KRnet]

> "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 100K and sell them a
year or two later for twice or three times what they paid.  That's a game
that takes a lot of money to play but boy, if one knows what one is doing
I don't know of anything else that returns a profit like classic cars . .
. well, maybe cocaine . . .  Seems like classic planes would be the same
but as we duffers die off, that market seems to be shrinking.  The new
market may be in "Classic Drones" or classic flip-phones. 

Barnstormer ad:

https://tinyurl.com/t4ud5lo

Mike
KSEE
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KR> Sam's Bendix 3000

[Mike Stirewalt via KRnet]

I forgot to mention when discussing radio interference from ignition
sources the fact that I use Steve's "cans" that fit over the primary
"magneto" plugs.  I've never flown the plane without these "static
protectors" that Great Plains used to sell (and still may) so I can't say
how effective they are but since I've never had any static issues with
the plane, even with strobes going, I'd have to guess they are a good
idea.  

http://www.greatplainsas.com/scspkplug.html

The absolutely most foolproof way to eliminate all static from radio
communications is to directly ground the radio to the plane's battery . .
. I've been told.  

**

Extracted from yesterday's email on this topic:

"You can find very low resistance wires these days that are still
well-protected from electromagnetic interference.  In other words, just
because they have remarkably low resistance, don't presume you'll get
static on the radio.  The ones I bought are from Taylor - "Thundervolt" I
want to say.  The ones for the car I bought were just the best Delco's I
could find.  There's been no static on my aircraft (or car) radio but the
VW runs with noticibly more enthusiam."  
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KR> Sam's Bendix 3000

[Mike Stirewalt via KRnet]

Another sad Bendix 3000 story among many over the years.  Those double
mags must have seemed like a good idea at the time but they've sure been
a source of trouble over the years.  

Great Plains had some green surplus Slick's that were great replacements
for the 4316's and cost next to nothing compared to the normal Slick. 
These were surplus units and weren't re-buildable but were an excellent
deal.  Perhaps these are the same units someone mentions are available on
eBay.  I don't see them on Great Plains's site anymore.  

Jeff Scott has gone to the double P-mag system so I'd consider that among
your options.  As I recall he's not absolutely overjoyed with their
performance, so check with him.  

Revmaster has somehow built in a "hand startable" function into their
double electric ignition systems.  It might be worth looking into just
what they've come up with.

Your Bendix replacement options come at a good time since the world is
full of technological solutions that didn't exist only a few years ago. 
I'd start with an email to Jeff and see what he has to say.

I'm still using the Great Plains electronic ignition system for the
secondary plugs and the 4316 mag for primary,  I'm overdue (by 300 hours)
for routine maintance on the mag and would have done something about this
if it weren't such a project to remove the engine from the firewall the
six to eight inches required to get sufficient access to the mag.   As
things sit, the leads coming out of the mag are flush up against the
firewall with no play at all.  I slid a thin insulator in between them
just for insurance.   

I first gave attention to my Slick being beyond it;s service interval
period when I suddenly got some cross-firing when cruising along at my
usual high altitudes.  From 13.5K my cross-firing threshold has dropped
down to around 8-9K.   Air (electrical) resistance decreases with
altitude when it comes to mags . . . in other words, air more easily
conducts electricity down low than when up high.  So these days, when I'm
climbing through 8K I just switch off the mag.  

After Sparky found me a new magneto, I also bought new magneto (genuine
Slick) leads - something some of us presume last forever.  When I changed
them on the plane's electronic ignition and on my car ignition I got
remarkable improvements.  These leads break down over time and start
leaking here and there and for all I know, simply build up resistance
through use, which would encourage leaking (shorting).   I would have
already replaced the magneto leads except in order to get to the magneto
I have to pull the engine forward a good bit from the firewall and that
involves disconnecting some things and it's just a project I haven;t
gotten to.  Point is, when replacing or servicing magnetos, don't forget
to replace your ignition wires, no matter how nice they may still appear
to be.  You can find very low resistance wires these days that are still
well-protected from electromagnetic interference.  In other words, just
because they have remarkably low resistance, don't presume you'll get
static on the radio.  The ones I bought are from Taylor - "Thundervolt" I
want to say.  The ones for the car I bought were just the best Delco's I
could find.  There's been no static on my aircraft (or car) radio but the
VW runs with noticibly more enthusiam.  

Protecting the car's ECM is another consideration when choosing
resistance plugs and wires so I take back any recommendation I might make
when using no-resistance wires and plugs on cars with ECM's.  I haven't
had any trouble with the ECM or radio but that's not enough of a data
point to be making any blanket recommendations.  

In chosing plugs for magnetos - I do suggest you NOT buy resistance
plugs.  Once magnetos start wearing they don't need the extra stress of
resistance plugs.  It's to minimize resistance that we buy low resistance
wires so buying resistance plugs made no sense.  The only purpose of
utilizing resistance components is to protect our radio communications
but today's ignition lead makers and plug makers have managed to shield
their products without increasing resistance these days.  I've got
non-resistance plugs and amazingly low-resistance ignition leads and my
radio is clear as ever.   

Speaking of plugs, you don't want long reach secondary plugs sticking
into your cylinders encouraging pre-ignition.  They need to be level with
your combustion chamber surface and preferably, the outer electrode needs
to be angled away from the center of combustion - not shielding the
spark, in other words.  Steve had been using some Champions which stuck a
good half an inch into the combustion chamber - a real poor way of doing
things although I never noticed any pre-ignition before doing my TOH and
finding the situation.  I think it was Mark that noticed this issue after
I'd sent him a picture of freshly-removed cylinder heads.I did quite
a bit of researching when putting things back together and wound up
buying, fo

KR> Hoop Pine

[Mike Stirewalt via KRnet]

 
"Now I find native to Australia another conifer called Hoop Pine which
also does the job albeit it a little heavier and it is laminated to make
select grade ply.cheaper again.  This wood was also used in certain
aircraft built over here during WW2 and there are aviation specifications
still available for it."
 
John Martindale

Thanks for mentioning this alternative structural material available in
AUS John.  I think I've seen it mentioned here on KRNET some years ago as
being just as good or even better in some respects as northern spruce.  

Mike Stirewalt
KSEE
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KR> Wunderbird

[Mike Stirewalt via KRnet]

Great compilation of pictures Mark.  Beautiful work . . . but after
building three of these I'd imagine all improvements have been
incorporated and this one can only possibly be a culminative result of
your previous work.  Thanks for taking the time for display this
immaculate artwork.  The maghony is  beautiful . . . too bad it has to
get covered with fiberglass but . . . that's been said of many a
sea-going boat as well.  

The seat does not look as if it can be canted forward to make room for
luggage under the hatdeck.  It may very well be there but I just can't
see it.  

This is one construction improvement Ken Cottle incorporated into my
KR-1½ which has made all the difference between having a plane good
enough for a quick weekend trip into something that can easily go across
the country and back leaving practically nothing behind.  Ken built a
removable insert that anchors to to the fuselage structure under the
hatdeck and allows room for a plastic shoe-box sized tool box & spares,
my travelling bag full of clothes, jackets, cameras, every odds and end
one can think of, as well as allowing access - placed UNDER the insert
and anchored to the starboard corner of the fuselage/floor intersection -
of a 24 CuFt. O2 "E"-sized medical bottle.  It's nose, with the
regulator, pokes through the seat back allowing me access to the
regulator and valve.  With the baggage insert further anchoring it in
place, its bulk (and it's not heavy at all - not at all like the steel
aviation O2 bottles of yesteryear) takes only the slightest bit of extra
room where it bulges slightly into the starboard side of the insert
structure.  It's not been in the way at all.

My point in mentioning this baggage area is that this space which Ken so
cleverly took advantage of has made a tremendous difference in the
utility of the aircraft for long-distance travel.  Especially with the
header tank nearing empty, the trend is noticibly toward having an AFT
CG, but nothing very out of the ordinary.  Certainly nothing worse than a
standard KR-2 with two people on board - a situation much worse than the
nightmares I remember from my first KR.  Many of the original KR's tended
to wind up with heavy tails.  

Again Mark, your workmanship and dedication to getting it done is an
inspiration and a joy to look at.  I've great admiration for your
accomplishments.  

Thanks, 

Mike Stirewalt
KSEE


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KR> Spar Failure

[Mike Stirewalt via KRnet]

Sparky has told me over the years about an incident at a KR Fly-In or
Gathering (I think KR people just called them FLy-ins in the earliest
get-togethers.) up in the Bay Area.  In the late 70's I think . . . one
of the first fly-ins.  It wasn't Chino but someplace I can never remember
the name of up in Northern Californa.  

Someone was giving demo rides and on one of his low passes he pulled
enough G's on the pull-up that the seat structure gave way, came down on
the cables and one can imagine (with a lot of imagination) how one might
survive something like this but, in this case, they didn't.  

The original KR seats were strips of strong canvas anchored to the
forward spar.  In my plane the canvas material was built of aluminum and
tailored with cushions.  Steve with his lanky frame had made a mess of
this seat during his years of ownership.  One of his legs was almost
unbendable and got worse over the years.  It, and eventually the
possibly-related issue of cancer, made it such a chore that he finally
gave up trying . . . which is when I found the plane on Barnstormers.   
The aluminum seat bottoms had originally been anchored with four or five
well-set screws, guessing they are ½" stainless, each side.  It was
slotted in the center to make room for the tiny stick.  

(Aside . . . which has been a source of entertainment for me over the
years.  When showing non-flyers my plane I invariably get asked "How to
you steer it?"  There's no visible way to control the plane.  The stick
is so short and unobtrusive that even pilots sometimes have to go
looking.)

There's a story to tell about just how I figured the seats were anchored
the way they are.  If one doesn't build the plane, even though I've had
two of them, there are construction details that many owners are just not
going to know about.  This is such a basic (and critical) construction
feature I should have understood but somebody protects fools sometimes.  
I've told the story but don't feel like going over it just now.  It's in
the archives, many years back.  

My point is these low passes with high-G pullouts seem to be the occasion
for some sad stories.Anytime a plane is under a strong stress it's
time to be especially aware and more careful but in giving someone a ride
it's the feeling of pulling "G"'s that pilots assume will thrill the
passenger so I guess most everyone gets the "G pull".

It sounds like Marty knew what he was doing and maybe even was perhaps a
little lucky.  I'm grateful for his test-flying.  With two up he had to
be near or beyond gross for his famous rides so thanks to his tugging at
the boundaries like that I'm left with the idea I've got, aside from a
beautifully constructed airplane, a very strong structure . . . though
something simple like seat screw attachments coming out/breaking/whatever
. . . or the material itself tearing, cracking, can turn something that
was great fun into a tragedy in a split second.  Come to think of it,
many of our most spectacular crashes have occured at airshows whether
Oshkosh style or at a KR get-togethers in Northern California.  I think I
got my passion for low, fast passes out of my system when I was about
eighteen on a Student Certificate.  I used to buzz my girlfriends house
(and other friends, etc.) repeatedly until the Anchorage FSDO guys
eventually had a talk with me.  But even without that, high-speed low
passes just became boring at some point.  I'm just not the daredevil type
anymore.  

Mike
KSEE


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KR> Captain Disaray

[Mike Stirewalt via KRnet]

Oscar . . .  . .Christopher . . . . . Bou . . . . .this will be
remembered . . . . (evil emoji here).

I was half expecting Lee Van Dyke to announce he had grafted a
Monnett-sized turbojet onto or into a KR boat . . . I was ready for that
one but when this one came along I was looking in completely the opposite
direction.   

What got me with this one was the coincidental "inside rumor" that MJ
had, of all things, bought a Cirrus.  Deals that just can't be ignored do
come along and as most of us know by now, unlikely things like this
happen even to those whom one would think live lives that preclude such
unlikely events.  Knowing what I "knew" about the Cirrus deal, it made
cracked logic that Mark might have bundled his collection of KR's,
Swifts, plus one or two I've forgotten and consolodated them all into one
single money pit instead of having to frequently divide his funds among
so many.  

My "iside information" made this bomb shocking but believable.It got
me good.

Mike
KSEE


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KR> Yes, I fly again!

[Mike Stirewalt via KRnet]

Maybe, but all your bases are belong to us.  

Oregon too.  

**

I do have more than just gibberish . . . as we know (I think we know) the
largest percentage of aircraft engine noise is from the prop, especially
the tips, beating their way through the ambient air at just under the
speed of sound (and sometimes over, for the really noisy ones like a
T-6).  Hartzell came up with what they called their Q-tip prop some years
back in order to provide a reduction in noise signature for their
high-dollar customers who have noise concerns.  Prince did the same thing
although in his case his claim was that creating the prop equivalent of a
wing winglet interrupts the tip vortex thus reducing drag . . . just like
it does with a fixed wing.   In theory one can imagine this might work -
it was one of the factors I considered when I bought a Prince when I was
shopping for a new prop to replace the Sterba 52 x 52 that the plane came
with.   However, as Paul Lipps has documented in Contact Magazine,
whatever drag reduction that might result from interrupting the prop tip
vortex is more than made up for by the drag of added weight and volume
and curved structure hung out at the end of the blades where speed and
drag are where one least wants them.   Paul has shown that eliminating
mass from the tip section of the prop reduces drag so significantly that
putting pointy little tips out there improves prop efficiency by such an
enormous amount that "Phantom" have been taking first place at Reno in
the Bi-Plane category since 2003.  The tips on Phantom's prop are so
sharp you can easily stab yourself if not taking care when around them.

Phantom has 12 Biplane Gold Championships in 15 years as of 2018. 
Something remarkable about Paul Lipps' props is not just their speed but
their silence.  Phantom's O-360 may be turning 4500 RPM or more but when
they go overhead it is with a quiet whoosh.  

It is said by some that Q-tip Hartzell props and P-tip Prince props are
quieter.  It would take a noise meter like Oscar mentions to detect and
measure any sound reduction.  When I had my Prince I never noticed that
it was any quieter, but I wasn't paying attention to that metric.   See
what Jeff has to say about his Prince.  He may have some data to share. 
Since most aircraft engine noise comes from the prop, a possible solution
to your noise restriction is to buy a Prince P-tip if they indeed are
significantly quieter.  They're pretty pricey so one would want some
measurable data.   

A better suggestion would be to consult with Craig Catto 

https://www.cattoprops.com/contact/

who worked extensively with Paul Lipps and well understands the intricate
relationship between inlet air position, cowling and prop dynamics.  A
quiet prop is not only well . . . quiet . . . but it's lack of racket
indicates a level of efficiency.  Paul used to say, "Anytime you hear a
prop making noise what you're hearing is just pure wasted energy."   For
anyone interested, Paul has left us a great treasure from his engineer's
mind.  This material can be found in back issues of Contact Magazine and
a surprising amount is easily available on the VAF forum.  His handle was
"Elippse" (no quote marks) and although he's been gone since 2011, his
discussions all seem to be still available . . . based upon a cursory
search I did recently.  For anyone interested in props, Paul is the
person to read.

Anyway . . . the point of this Stef is that you may achieve your noise
goals through giving attention to the propeller rather than by focussing
on the engine.   Of course you won't want a prop as strikingly extreme as
Phantom's, but taking those fundamentals and applying them to your
particular situation could be very, very productive.   

Mike
KSEE___
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KR> Israelri Minister of Defense

[Mike Stirewalt via KRnet]

A brief, predictive no-nonsense realistic, optimistic take on where we're
at and where we're going with this virus thing.  It's a relief from the
constant stream of negativity.  It's unbelievable - everything from BBC
to my local NPR to Radio 702 in JHB and you can bet your local radio as
well -, they can't shut up about this.

No, Mr. Naftali Bennett's brief explanation of what's going on hasn't
anything to do with airplanes, so delete it Mark if it's too irrelevent. 
However, thanks to the constantly-swallowing- itself "news" media, I
doubt planes are more on our minds just now that this:  

 https://1drv.ms/u/s!Au6bGVdsjGkwkDxBkvb9YkynjhWz?e=vfcSOL 

Mike
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KR> Carbs

[Mike Stirewalt via KRnet]

Steve Glover posted recently regarding some things from his hangar he has
for sale.  I didn't notice any Ellisons on the list but last I spoke with
him he was bringing the EFS-2 back into production so I'd send him a note
just to establish the status of that project.  

There's a knock-off made in Australia but they want way too much money
for it what with incredible shipping costs.  I get things from China for
inexpensive postage yet the carb copyier outfit in Australia wanted
something like $60 if memory serves.

Is Australia known for actually making anything of note?  I can't think
of anything.  

Mike
KSEE


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KR> KR2S project for sale

[Mike Stirewalt via KRnet]

It's downright painful to see what would surely become a well-built and
high-performance KR being sold for so little.  A Corvair with the fifth
bearing would surely be my engine of choice and this plane has two of
them from which to assemble one that is perfect.  Such a project is
beyond me though . . . I've got all I can do to keep up with N335KC.

Has the day of the homebuilder come and gone?  Youngsters who once would
have jumped on such a magnificent opportunity as this are now more
interested in drones.  I guess.   With electrics coming along as fast as
they are along with advanced materials and 3-D printing, even to me were
I young, I suppose a project with its roots in the early '70 might seem
more interesting than a KR, no matter how nice.   Those fancy new
technologies cost money though.  This KR is practically free.  

Best of luck in attracting a buyer Stephen Bedford . . . 

Barnstormers
Aviation Bulletin (Ojai, CA)
HomebuiltAirplanes.com
Notices with pictures sent to any EAA chapters within a hundred miles of
you
Ads in the Sonerai and Corvair newsletters

Panta rhei,  

Mike
  



*



I am posting this again and dropping the price to $2000.00 or make me an
offer.
 
Sent from Mail for
Windows 10
 
From: Steven Bedford via KRnet
Sent: Wednesday, January 29, 2020 4:09 PM
To: krnet@list.krnet.org
Cc: Steven Bedford
Subject: KR> Kr2s project for sale
 
Hi krnet,
 
Unfortunately I need to find a home for my airplane build. I recently
changed jobs and had to move to a new home with no room for the plane. It
is a plans built plane with diehl wings. It comes with wings and ailerons
complete, 7 gallon wing tanks, 12 gallon header tank, terra radio and
transponder, 2 corvair engines 1 complete rebuild will need 5th bearing
and 1 disassembled core engine with rebuilt heads with new valves and
guides, ww black prop hub, starter w/flywheel and jd alternator
w/regulator, ww double points distributor, coils and coil switcher,  1
aeroinjector carb and 1 aerocarb, ww engine mount tray with extra 4130
tube to finish engine mount, Warp 3 blade ground adjustable carbon fiber
prop w/nose bowl, Cleveland brakes, whelen strobes, tail spring and 2
tail wheels, and many extra parts to finish-wood glue, resin, cloth, 
foam, 2 sets of plans. Will need rudder pedals redone and tail rebuilt. I
was in the process of rebuilding the tail. I bought this project from a
gentleman in Salt Lake City. Build quality seems very good. Here is a
link to the project when I purchased it. I paid $4900 I am asking $3000
or best offer my wife would like her car in the garage. This is located
in Loveland, CO just north of Denver. Email me directly not through the
list and I will send pictures or you can call my cell phone.  Thank you
 
Steven Bedford
S1bedford at msn.com
719-660-three six six 2
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KR> Dan Diehl's comment, etc.

[Mike Stirewalt via KRnet]

Deems Henning wrote:

> "Variations in aircraft weight do not affect the glide angle provided
that the correct airspeed is flown. Since it is the lift over drag (L/D)
ratio that determines the gliding range, weight will not affect it."

That's a good reminder for those of us who have lost that bit of
aerodynamic fundamental truth while perhaps going for years without
giving it any thought.  Our KR configurations don't allow a lot of
variation.  Good overview Deems!   That a plane will glide just as far
when heavily loaded as when it is lightly loaded can seem
counter-intuitive.  But it's true . . . the only thing that changes is
the glide speed.  

Mike 
KSEE

Re the question about missing emails . . . I received a note privately
mentioning the 60:1 glide ratio one would need to glide 150 miles from
13K ASL.  I didn't mention the author nor did I quote the author's entire
email.  In referencing it however it appears it made it seem there's been
a break in communications so that's my fault.  Looking at the archive I
don't see any emails missing that I've sent.  My error was in referencing
a privately sent email with no explanation.  

Going back to the subject of Dan Diehl's mentioning to Lee Van Dyke that
if he were to re-make the molds for his wings, he would . . . well,
here's the entire quote taken from Lee's email.  

Dan Diehl once told me that he would build
another KR2 and change the angle of attack of the RAF airfoil by 2
degrees, so the speed of the plane would not make it “Plow” through the
air.  And increase airspeed by the loss of drag."

My interpretation of this statement is that Dan was referring to angle of
incidence, not angle of attack.  

I don't know enough about KR construction to say for sure, but I would
think the angle of incidence could be set - indeed would necessarily have
to be set - by the builder when installing the cross spars.  If Dan were
to build molds that deviated in angle of incidence from the plans, it
seems to me there would be a discontinuity where the skins are joined to
the stub wings.  Even a degree or two would be quite noticable
aesthetically and aerodynamically.   Sam Spanovich brings this very
question up in a recent post and ML responded to it in a comprehensive
way - as he always does.  I think Dan must have meant that in building
another KR, he would change the angle of incidence from what's called for
in the basic plans.  Too bad Dan doesn't participate on KRNET these days
or he could clarify this . . . in my mind at least he was referring to
angle of incidence, not AofA, and was a response to the ever-increasing
speeds and capability of the KR as it has evolved.  Old Blue had an O-200
last I saw it.  

Do any of you builders reading this have any thoughts regarding the
alignment of the wings with the fuselage of the KR-2 or 2S?  Did you make
any modifications in this area from the original plans?  If you were to
build another KR, would you change the angle of incidence to something
more optimum as Dan's comment seems to suggest?  This angle of incidence
doesn't seem to me to be a one size fits all situation.  KR's with bigger
engines are going to want a different wing alignment (incidence) than
KR's with smaller engines, I would think.  I would also think that the
horizontal stabilizer and its angle of incidence is going to play an
integral part in the relationship between the front wing and the rear
wing, resulting in unnecessary drag if the relationship isn't optimum . .
. all of which has to do with angles of incidence.  

**

Here's some more of my careless writing I recently posted:

>  ". . . but if angle of attack decreases with an increase of indicated
airspeed, and also with a decrease in air density . . .  cruising at
higher altitudes lowers the AofA for a given indicated airspeed, thus
eliminating or minimizing that "plow" effect you mention."

Angle of attack does decrease with increased indicated airspeed but I
have it backasswards regarding what happens when up high in thinner air. 
Indicated airspeed decreases with altitude and angle of attack increases,
not decreases.  Sorry for more of this careless writing that just
contributes to confusion.  I'll be more thoughtful in the future.  It's
not that I genuinely misunderstand these basic aerodynamic principles,
it's that I sometimes don't re-read what I've just written.  It's no
excuse really but these fast laptop keyboards and instant internet
communications are conducive to carelessness (in my case at least).   

***

Thanks Chris K. for clarifying the Spitfire airfoils.  I've been
repeating that bit of misinformation (that the KR has the same airfoil as
the Spitfire) for many years.  On this subject, I noticed the Taylor
Monoplane  - which legend has it was used as the template for the KR-2 -
has an RAF-45 airfoil.  So Ken and Stu decided to deviate from that
airfoil for whatever reason, perhaps something to do with the fact the KR
wing is much stron

KR> Glide Ratio

[Mike Stirewalt via KRnet]

> "That math works out to a 60:1 glide ratio . . ."

Thanks to those who corrected my careless math.  From 13K ASL an
optimistic glide ratio of 13:1 renders a ballpark range of 30 miles, not
150.  Still, there's few places in the U.S. that 30 miles doesn't put one
within range of an airstrip or, at the very least, a straight stretch of
road.  

It just occurred to me that climate change will negatively affect our
ability to glide as far as we once were able to.  Sea level rise . . . .

Mike
KSEE
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KR> Dan Diehl's comment to Lee

[Mike Stirewalt via KRnet]

> "With all that being said, Dan Diehl once told me that he would build
another KR2 and change the angle of attack of the RAF airfoil by 2
degrees, so the speed of the plane would not make it “Plow” through the
air.  And increase airspeed by the loss of drag."

Interesting Lee.  Without a clear idea of what I'm thinking on this
subject, that 2 degree "change" Dan is talking about must be calculated
based upon a particular indicated airspeed - probably a number he chose
as a "normal" cruise speed for he KR - somewhere around 150 MPH I'd
guess.  

Just thinking out loud here . . . but if angle of attack decreases with
an increase of indicated airspeed, and also with a decrease in air
density . . .  cruising at higher altitudes lowers the AofA for a given
indicated airspeed, thus eliminating or minimizing that "plow" effect you
mention.  Also, I think Dan was referring to angle of incidence (wing
chord in relatioship to level fuselage), and not angle of attack.  AofA
can be all over the place depending on speed and also depending on the
angle of incidence and aerodynamic effect of a smaller or larger
horizontal stabilizer.  



Once I've got my ADS-B stuff installed and am flying again, I'm seriously
planning on adjusting my ailerons to trail in the neutral position with a
2 or 3 degree up (negative) angle.  Sailplains do it so it should work
for KR's too?  I'll report on this someday.  Surely somebody has played
with this idea after all these years?  

As long as one is playing with ailerons, it sould sure be nice to
incorporate the ailerons as flaps, ala the Robertson conversions and the
Helio Courier and a number of others.  That's a bigger job than I'm going
to fool with but adjusting the ailerons to neutralize at 3% up when in
trail seems easy enough, at least in my head.  Such as it is.

Mike
KSEE
  


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KR> RAF-48

[Mike Stirewalt via KRnet]

Jeff said, 

"While many seem to poo-poo the RAF-48 airfoil, mostly for it's unknown
data points, it is a gentle airfoil with plenty of warning for stalls."

That's certainly been my experience.  Maybe it's just an OWT but I read
or heard many years ago that it's the same airfoil as the Spitfire. 
That's probably a meaningless statement since there were several Mk
Spitfire designs and could easily have had different airfoils . . . but
in any case, my Diehl skins have nary a ripple or dent or bubble since
Dan and Ken Cottle put them on my plane in 
87 or '89.  (N335KC is the plane used in the Diehl installation video.) 
That's a testament to the original good work that went into them, and
also to the care and good luck I've experienced in keeping them safe over
33 years.  What I want to mention is just how predictable the airfoil is.
 It also produces a lot of lift. Lots and lots of cushion - one reason we
float so far if we haven't crossed the fence very near the stall.  

Where there is lift there is its opposite - drag.  Induced drag.  That's
one of the many and several reasons I use oxygen and fly at 11 to 14 when
going anywhere beyond my local area.  This subject can prompt endless
discussion about the different kinds of drag (interference, induced,
form, parasitic, etc.) but long story short is the higher I go the less
resistence I encounter, thus less drag, better fuel efficiency since less
power and fuel (assuming NA) pushes the plane along just as fast as
below.  Thus, longer range, cooler engine on hot days and . . . well, the
benefits are practically endless . . . all part of why I go high.  If the
RAF-48 creates, along with its greater lift, a greater amount of drag,
I'm guessing the drag is negligible when I'm up high since I'm sailing
along at a lower angle of attack and thus less induced drag.  (I'm not up
to speed on this particular point so please forgive the error in my
thinking if I'm not correct on this particular point).  Some of you can
correct this if I'm wrong regarding the "less angle of attack, thus less
drag" aspect.  Overall though, possible minor aerodynamic theory errors
aside, in a nutshell it's just plain a lot more efficient to go high. 
And if you catch some good high altitude winds . . . . :-)  

Not to mention, at 13K above sea level I can glide about 150 miles if the
engine goes south - plenty of time to figure out what's wrong with the
engine and, if nothing can be done, have practically endless choices
regarding where I want to land.  

On a short appreach to the main runway at KSEE, I've got a big hill
covered with houses which, if I want to land on the numbers or before
(which is an old bush flying habit of mine) forces a big loss of altitude
on base as soon as I've cleared the backyard BBQ yards on the hill.  This
situation forces me to initiate some severe cross-controlling to get the
plane sideways enough to reach the threshold at the right speed and
altitude.  These airfoils make such shenigans completely safe and
predictable since the wings tell my rear end exactly how close I am to a
spin or stall.  Stick pressure and the "feel" of what the wings are doing
renders a perfect kinesthetic picture of what the plane is doing and/or
is about to do.  It must look fairly extreme from the ground but in the
air it's just a routine maneuver.  Just nice solid predictable behavior
all the way.  That big KR rudder is the key player with these maneuvers,
that and the gentle, predictable wings that so reluctantly let go of
lift.   With enough practice I suppose I could get a good stall break but
with normal slow flight practice all I've ever gotten is some slight
mushing.  That's the normal "KR stall", from what I've read and heard
from others - plus, this is my second KR and my other one was the same.  


Having said all that extolling the virtues of flying high, Max Conrad
once wrote me mentioning that I can get the very same efficiency by
flying low - like 100 feet above the ocean.  It's true.  You're dragging
it along at barely above stall, but fuel consumption - extreme lean and
extremely low power - you can get just as much range (still wind
conditions) as up high.  Of course it'll take all day to get there and
you better not be burning oil or you'll run out, but if one isn't in a
hurry, it works.  Interesting thing to remember.  Maximum range in this
instance is equal to maximum endurance.  There might be a need to wait
out a passing storm or waiting for dawn to see the runway, or for some
other reason . . . pulling the throttle back to just enough to stay in
the air and mixture back to just above the point that the engine dies,
will give hours and hours of waiting time.

That's very interesting that Jeff hasn't noticed any noticible
improvement in speed between the old and new airfoils.  

What would be nice would be to have a slight up-deflection on those long
beautiful ailerons in cruise configuration.  Without really digging into
the subject, I'd guess that would 

KR> Die Grinders & ADS-B info

[Mike Stirewalt via KRnet]

Those are invaluable little tools for so many things.  I had to cut a
hardened metal lock hasp once and my Dremel-like tool plugged into a
portable inverter cut it like butter.  

*

For those who don't subscribe to General Aviation News

https://tinyurl.com/v698ztp

an interesting article announces that Mexico will accept our UAT 978
ADS-B transmitters.  They were scheduled, as is the rest of the countries
on the planet, to adopt the 1090 ES standard which is good in the U.S. as
well, but to get weather here in the U.S. most are going for the 978 UAT
transmitters and receivers.  Since so many U.S. aircraft regularly go to
Mexico, looks like they're making it easy to continue to do so.  Mexico
doesn't really give a hoot about ADS-B anyway except for flights over
18K, and probably not even then, especially if you speak Spanish.  

Down at the bottom of the page linked above is a picture of a
"TailbeaconX"  uAvionix will be making the same thing for wingtips too. 
It's an all-in-one ADS-B transmitter and receiver, including its own S
band transponder.  It's $2500 and will be a good solution for some,
especially for those flying outside the U.S.  It transmits on 1090 ES and
doesn't transmit on 978 UAT.  I don't know if receives 978 UAT and can
pick up weather.  Unlike their regular "Talibeacon", you can't control
this one with a transponder . . . since the thing already has a
transponder.  To control it requires a choice between a 2 inch or a 3
inch control head, both with EFIS functions.  The little one isn't
expensive.  They both provide an artificial horizon.  So this is an
interesting option for some people.  This TailbeaconX also interfaces
with some models of already installed EFIS panels and can be controlled
via their controls.  

Mike
KSEE

1 Cup (Before Bed) Burn "Belly Fat" Like Crazy! (Genius)
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KR> Prop pictures & Misc.

[Mike Stirewalt via KRnet]

https://tinyurl.com/vl5l78h

Mike Stirewalt - KSEE


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Med Journal
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KR> 2100D RPM

[Mike Stirewalt via KRnet]

Dave said, 
My 'wide open' flying RPM is around 34-3500 if I remember right

Most engine failures, usually valves, on VW's are due to heat.  You may
have really excellent cooling with your engine and if so maybe you can
get away with those RPM's over time.  Make sure you have a very accurate
oil temp gauge.  In my experience I'd limit RPM to 3200 continuous
cruise.  Steve Bennett, from whom I bought my Great Plains 2180, used to
cruise his engines at 2900.  Pretty conservative, but if you want long
life and dependable operation from these VW's, being conservative isn't a
bad idea.  By using a coarsly pitched prop (I use a 52 x 56 Sterba and
run full throttle at altitude - above 8K) you can extract power without
using so much RPM which generates a ton of wasted energy - internal
friction (heat).   

Mike Stirewalt
KSEE

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KR> Trutrak ADI with GPS

[Mike Stirewalt via KRnet]

This is an excellent deal for anyone wanting an artificial horizon with
integrated GPS-heading.  I paid $1100 for mine from Gulf Coast and since
these things are all solid state I doubt they wear out.  Mine hasn't.  

This instrument has no lag and is perfect for our quick-responding KR's. 


https://www.ebay.com/itm/233497282494?ul_noapp=true

Mike Stirewalt
KSEE


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KR> Avigas history & etc.

[Mike Stirewalt via KRnet]

This is an interesting article from General Aviation News on the topic of
aviation fuels.  The short link is a shortened version of the link that
is below it.  I use a link shortner since Juno usually breaks longer
links that I include in emails.  

https://tinyurl.com/sddnh2e


https://generalaviationnews.com/2020/01/29/questions-from-the-cockpit-fil
l-er-up/?utm_source=General+Aviation+News&utm_campaign=f83a7c46e9-HF-2020
0201&utm_medium=email&utm_term=0_8917678115-f83a7c46e9-374168917


Mike Stirewalt
KSEE


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Med Journal
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KR> Internet click bait

[Mike Stirewalt via KRnet]

ML's point is well taken.  I'll catch myself in the future if I'm about
to post a link with such a vague description.  Apologies for being so
careless.  

Mike
KSEE


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KR> Interesting find

[Mike Stirewalt via KRnet]

https://tinyurl.com/srx4l6o

Mike
KSEE


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KR> Ken's History

[Mike Stirewalt via KRnet]

I sure did a sloppy job so thank you guys for coming up with the actual
materials.  I left Stu completely out of my half-assed account.  

Mike
KSEE


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KR> Global Flyer?

[Mike Stirewalt via KRnet]

Sorry to all with better memories than mine . . . Rutan & Yeager's plane
was called "The Voyager".  

Don't know where Global Flyer came from . . . probably from the
solar-powered one that recently hopped around the planet using only power
from the Sun.

Mike
KSEE


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KR> 2180cc & Corvair weight

[Mike Stirewalt via KRnet]

Thanks for reminding us of what those numbers are Mark.  178 lbs. for an
accessorized 2180 seems ridiculously practical for what these Ken Rand
had in mind when he started this whole thing.

I often see references in magazine or blogs that refer to the state of
composite construction as having started with Rutan.  Easy enough mistake
to make.  There was a lot going on in those days and I know there were
many involved in composite construction at the same time as Ken Rand and
the Rutans came along, but somebody needs to be named for first having
gotten a living, breathing project off the ground and it was Ken and
Jeannete that did that so long ago at Oshkosh - creating quite a
sensation there in 1974.  More often these days though, instead of Ken
and Jeanette I see the composite guru mantle given casually to the
Rutans.  I've nothing but respect for what Bert and Dick and Joanna
Yeager have all done in life. . . their accomplishment with Global Flyer
was a lot more difficult, complicated and courageous as what Lindbergh
did, IMHO.  Ken and his iconic creation seems to get forgotten too often
as these millenials/gen-xers or whatever they are write their stories. 
Most weren't even born in 1974.  At least those who visit Oshkosh will
find Ken's KR in its proper place of honor (I hope).   

For the smoothness and extra power I would truly love to have a Corvair
with an Ellison instead of my 2180 with an Ellison but I'm not planning
any changes . . . just going over the numbers and thinking to myself just
how relatively light and yet sufficiently powerful my GP 2180 has proven
to be over the years.   Truly the ideal engine for the KR as Ken
envisioned it.  As Lance Neibauer has demonstrated however, there's
always room for some KR tweaks that might render some improvements :-).

Speaking of Corvairs . . . I'm totally speaking out of turn in mentioning
this so I'll not be going into any more details - if the seller is
interested in selling the details can be gotten from him. 
Owner/potential seller has just moved back to the midwest and has his
KR-2 sitting in his hangar here at Gillespie gathering dust.  It needs to
be moved, (I've offered to fly it back for him . . . I'm always up for
some "free flying".) but so far all I've gotten is crickets.  

This person, besides having gone through the trauma of this major move,
is also recovering from some knee replacement(s) and since he was not a
very active flyer before these changes occurred in his life, he's not
likely to become one in the future.  Unless he just wants to keep it as a
very nice reminder of something that he built - unlikely.  It either
needs to be sold here at KSEE or sold once it's back in the mid-west. 
Makes a lot more sense to sell it here.   The plane has its airworthiness
certificate, has it's N number, has some time in the air that Sparky put
on when he did the test flights, has a meticulously built Corvair that
(knowing the fact the owner has been an award-winning hot-rodder wrencher
his entire life) has been retrofitted with the Dan Wiseman front end.   

The owner once monitored the KRNET . . . dunno if he still does and if he
does he's probably fairly annoyed that I would be bringing this situation
up for discussion.  It is his place to be doing that, not mine . . . but
maybe he's not feeling good these days and has lots of distractions. 
Maybe he's feeling a bit overwhelmed, or maybe I'm just being "too
helpful".  Time will tell.   

Anyway . . . there's a nice, well-built, KR-2S that's going to be needed
to be dealt with sometime soon.  I've offered to help.  Avemco knows me
well and I'll be happy to deliver this craft anywhere in the country,
when and if that time presents itself.  For someone wanting a well-done
Corvair and not wanting to go through all the careful work that Mark
documents so well at http://www.n56ml.com/corvair/phoenix/ and at the
other priceless locations in his documentaries, this engine and aircraft
I refer to is worth keeping in the back of ones mind. 

If no one hears from me for a while it's because I've been murdered.  

Mike
KSEE
  


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KR> Starters

[Mike Stirewalt via KRnet]

> "The key piece of information would be to know exactly which automotive
starter was used on it."

Steve Bennett once mentioned to me that the starters he used on his Great
Plains engines came from Subaru.  In that same discussion he also
mentioned that he had never had a failure with that starter.  


$7.95 Trick "Erases" Teeth Stains Like Magic
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KR> EarthX ETX680

[Mike Stirewalt via KRnet]

I just assumed the "scooter battery company" would have BMS built into
their batteries.  However, since you mention it Jeff, I see no reference
anywhere on their webpage or any related links that references anything
to do with a battery maintenance system - something to equalize the
charge between cells when charging and that protects the cells from
over-discharge when the battery is being drained.  

Yet they are offering a 1 year warranty?

You know those scooter kids are going to squeeze the last amp out of
their batteries so without a protection system built-in I can't imagine
their batteries lasting more than a couple months.

There may be more to the story with these batteries (after all, no need
to confuse the scooter kids even further).  It's possible too that the
outfit selling the scooter batteries may not know enough about their own
products to even be aware of the need for a BMS with LiFePO4 batteries. 
The company's ad (MONSTER SCOOTER PARTS) covers several battery suppliers
- the ones on their website are not all made by the same company.  So . .
. I think this outfit is just a battery reseller sourcing their batteries
from wherever they can get them cheapest.  After a year of scooter
customers claiming defective batteries the place will just go bankrupt,
change their name and do it all over again.  But what do I know . . . ? 
I think I know that scooter riders aren't going to know the slightest
thing about Battery Management Systems and are going to treat their
scooters just like they treat their cellphones.  After the fourth or
fifth time they've drained their scooters down to 0 and then wondered why
they aren't getting the performance or mileage as they did when the
battery was new . . . .  A lot of them will probably just buy a new
scooter and not even send the battery back for warranty claim.  The
business plan of Monster Scooter Parts is probably based upon this
presumption.  

**

I've learned quite a bit about lithium-based batteries in the last few
days and I apologize for involving innocent netters in my educational
dead-ends.   As usual with Jeff, his initial battery info was the correct
info.  Knowing what I've learned, I would not go looking around for any
"deals" from scooter battery sellers.

A lot of investigatory work is underway having to do with differing
electrodes - Iron, Cobalt (conventional Li-Ion), plus all sorts of
"coatings" designed to speed up and slow down the flow of electrons. 
When they go too fast they sometimes overheat and cause the fires we read
about.  Much work is going on in this area of extremely interesting
technology.  For now, were I to part with my NEPO M44L as I lay dying and
were it finally pried from my lifeless hands, I would without a doubt
replace it with an EarthX ETX680 as Jeff recommends.  

Hard to imagine, I know . . . but there still remains a gap or two in my
mastery of this subject.  For instance, are these lithium batteries
exempt from the usual "starter vs deep-cycle" distinction that is built
by design into conventional lead-acid batteries?  Whether ventilated or
completely sealed, glass mat or flooded cell, Gel or whatever . . .
they're all just lead-acid batteries designed for either starting an
engine or sustaining a constant load for an extended period of time such
as a wheelchair (or scooter) would do.  Plates and gaps are built thicker
or thinner, variations in metals plus other tweaks are made depending
upon the service the battery is designed for.  The lithiums give the
impression they're good to go for whatever use one has in mind . . . but
that's just my initial impression and we know how reliable my initial
impressions are. 

These lithiums are a whole new ball game.  Can LiFePO4 batteries be
treated equally, no matter the application?  As airplane people we are
only interested in how well they'll start our engines and - at least in
my case - how deep a reserve my battery has.  Just how long it will
sustain the entire electrical loads of the aircraft without help from an
alternator?  That's been my primary criteria, and still is.

At some point, when we eventually exchange our noisy recips for quiet,
relatively light and far more efficient Siemens or some such competitor .
. . it will be the endurance of our batteries and how quickly they can be
charged that will be far more important than our current concern over
CCA's and reserve capacity.  Our KR's will have sophisticated Battery
Management Systems, flexible solar cells covering all surfaces exposed to
sunlight and enough range with power set at cruise to go 500 miles or
more.  Some KR-sized planes already have this stuff but they cost a lot
more than a KR, they look funny, and besides, who wants hear a "whirr"
instead of the throaty ground-shaking growl of four powerful VW
cylinders?  

**

Thanks ML for another mention of how pleased you are with your new
Revmaster heads.  It will be a relief to read for a fellow up in Edmonton
(th

KR> Yes . . . I know

[Mike Stirewalt via KRnet]

I just noticed Jeff's battery is a LiFePO4 battery.  I was thinking all
along it was a Li-Ion battery.  Sorry for all the misinformation.  Erase
my last three emails please.  

Perhaps the link I posted 

https://tinyurl.com/r9nampq

actually does have some good prices . . . but the sophistication of the
Battery Management System built-in to them now becomes the critical
question.  Are they made by the same company?  That wouldn't be unusual. 
East Penn in Pennsylvania makes just about everybody's lead acid
batteries so it wouldn't surprise me to learn they're also now into
Lithium.  

Are these LiFePO4 batteries getting cheaper as the time goes by?  Seems
like a natural progression, especially if anything to do with technology.
 

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KR> EarthX ETX680

[Mike Stirewalt via KRnet]

Last email I quoted the info "500-600 start cycles for a Li-Ion battery,
It's possible I was quoting propaganda since I got it off of a
competitor's site.  If claims are that far off the mark, it would make me
take a second look at the rest of the things they say about the LiFePO4
batteries on that site.  

The spec sheet (attached) gives Jeff's battery 4000 - 2000 start cycles,
depending on temperature.  

It's so important to have the best battery one can buy and a person won't
know that until it manages to start that one last chance where a lesser
battery would have failed.  I mainly go on Ah although since I got frozen
for a day in Gallup on a cross-country Cavalier trip, I wore down three
good batteries trying to start the Franklin until some young guy from the
fire fighter crew wandered over with a can of starting fluid.  I gove it
a few squirts onto the foam air breather and when I hit the starter it
lit right up just like I hadn't been fighting with it all day.  In the
cold.  I learned the value of starter fluid that day.  I had the best
aviation battery I could have had (name escapes me, the normal one they
sell) and it was new, but I could have been hooked up to a line from
Hoover Dam and it still wouldn't have started, until I squirted it with
starter fluid.  

Now I always have a can somewhere around although I'll probably never
need it again. 

Mike
KSEE
  

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KR> Lithium batteries

[Mike Stirewalt via KRnet]

I'm clueless when it comes to the subtleties of these lithium-based
batteries.  Until recently all I knew about lithium was that I had to
take some every morning with my Wheaties or the day wouldn't go well . .
. :-)

The main thing that catches my eye when it comes to batteries is "SALE!"
and of course, Ah.  The one down at the bottom that looks just like
Jeff's battery is rated at 36 Ah.

Here's the lineup:

https://tinyurl.com/r9nampq

They're on sale for a few more days.

People are buying these things for scooters and other applications where
deep-cycle performance is optimized in the battery design - or, at least
that's been the case when it comes to lead-acid/flooded
cell/AGM/SLA/VRLA(and subdivisions)/GEL, etc.  Deep cycle batteries will
quickly be ruined if used as a starter battery.  However, with these
lithiums, these traditional distinctions may be obsolete.  

Reading the text from their website, 
"Switch from those heavy Sealed Lead Acid (SLA) batteries to lightweight
and fast charging Lithium Iron Phosphate (LiFePO4) starter batteries"
These lithium batteries, despite the fact they're being used for scooters
and wheelchairs, are being described as "starter" batteries.  So do they
serve equally well as both starter and deep-cycle?  I don't know enough
to say.

This one at $306 with free shipping, has 36 Ah and looks very close to
the dimensions Jeff specifies in his description.  36Ah is more than
twice the Ah of Jeff's battery yet is virtually the same size.

https://tinyurl.com/uv9rbke

LiFePO4, as opposed to Lithium Ion, is less dense.  So . . . two
batteries of equal capacity, one of each composition, will differ
slightly in size, Li-Ion being more compact and smaller (but almost
insignificantly so).  

It is claimed that LiFePO4 can go a couple thousand start cycles. 
Lithium Ion (like Jeff's battery) is listed as good for 500 to 600 start
cycles.  

There will be other relatively minor differences such as performance at
very cold temperatures.  One type over the other may prefer a different
charging procedure . . . I've only gotten so far into this interesting
subject so I hardly know anything.  I'm still at the Neanderthal level of
"If it doesn't throw your shoulder out of whack to pick it up, it can't
possibly be a very good battery."  

As a very initial impression, it seems that LiFePO4 has some advantages
over Li-Ion - besides being significantly less expensive.  

Mike
KSEE

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KR> O-235 on eBay

[Mike Stirewalt via KRnet]

Logbooks all there.  Maybe some good bones for building a nice engine.  A
little big for a KR, but some have done it.  

https://tinyurl.com/qonwodw


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KR> Odyssey PC680

[Mike Stirewalt via KRnet]

Kayak wrote, 

> "I am unaware of any better alternative however.  Maybe others here can
share anecdotal experience with them, good or bad or if there are any
true peers to consider."

I've got a contender for consideration:

I thought I'd look this Odyssey battery up and see why it's considered a
"gold standard."

I think we choose batteries, first of all, for our planes based upon the
size of our battery box.  Once that's been determined then it's a matter
of picking the ones we either know to be good or have heard are good
within the limitations of the size of our battery box..  I've always
heard Odyssey is a premium battery.  

When I went looking for the best battery for my sized battery box - which
is the next size larger than the typical motorcycle battery holders found
on many if not most KRs,  I found one from Japan that doesn't cost any
more than this PC680 and is just a small amount larger, but boy . . . a
huge difference in specs.  

This Odyssey is 7.1 inches across the front and the NEPO M44 I've got is
7.7 inches across the front, so .6 inches wider.  

The Odyssey is 3 inches "deep" whereas my NEPO is 5 inches, so that's
significant.  Two inches deeper so it's not going to fit in a motorcycle
size battery box.  

Height for the Odyssey is 6.5 inches and the NEPO is 8.9.  Almost 2 1/2"
higher.   Ken Cottle built my battery box to fit a "lawn tractor" size
battery and located it, (very securely) on the hat shelf behind my head. 
Between it and my head is a solid piece of cushioned wood that's the rear
canopy frame.  Whether he did that for CG reasons (I doubt it since KR's
almost all tend to come out tail heavy) or just to get it away from the
heat and vibration of the engine compartment I've never remembered to
ask, but that's where it is.  I've learned to very much appreciate the
extra capacity that I can stick in the battery box - capacity over and
above what's available in a motorcycle-sized battery.  Even an Odyssey.

Here's what it looked like just after I'd bought it.  I'll see if I can
find a picture of it when its residing in the aircraft.

https://tinyurl.com/yxld3szm

Odyssey is 16 lbs. shipping weight and weighing my NEPO just now (since I
happen to have it at home instead of at the hangar) is 25 lbs.  So it's
ten lbs. heavier, two inches deeper and 2.5 inches taller.

Both are AGM and both cost almost exactly the same.  

There's some differences other than the NEPO being slightly deeper and
higher:

Odyssey  PC680 NEPO M44L

16Ah capacity 55Ah capacity

 
170 CCA, 280 MCA, 350 HCA725 CA at 68 degrees
520 Cranking Amps for 5 Seconds 570 CA at 32 degrees
   380
CAA at 0 degrees
   

The only source I know of for the M44 is Powerstride.  

https://tinyurl.com/va5lqls

They didn't have them in their inventory for a while and I was concerned
about ever finding another one in case mine ever poops out (it's
currently 4 years and 4 months since I bought it).  But I see they are
back in their inventory.  The "L" has been dropped from the designation
and it's color is different, but it otherwise looks the same and the
specs are the same.  My current one still will hold a 12.8 charge.  I
treat it really nice, which is why I have it at home where I can keep a 1
amp charger on it once in a while and monitor its use and also monitor
voltages while the battery sits with no charger on it.  I'm a little OCD
when it comes to this battery since I went through several crap lawn
tractor size batteries before I found this NEPO and for quite a while I
didn't think I could replace it should it ever fail, but Powerstride has
them back in stock thank goodness.  My plane is a real electricity hog
when coming in at night with everything turned on and the puny 16 amp GP
alternator not putting out anything since the engine is at idle or close
to it.Once I have ADS-B and other doo-dads this electrical loading
will be even more the case.  As it sets, this NEPO M44 theoretically will
carry the entire electronic load of the plane with everything turned on,
for 45 minutes.  I've never tested it to its maximum, but I have gone
well into the reserves in night landings and it's never flinched.  I've
even hopped out of the plane after one of these everything on night
landings and taken a reading on the battery and I've never found it even
low.  So I've come to trust it.   Of course I need to replace my very
greedy position lights with LED's and same thing with my halogen landing
lights and I'll be doing that.

So . . . since the topic of batteries is at hand, I'm again noting for
the group's attention this rare find of a really powerful and relatively
compact electrical source.  It's about half the size and weight of the
new battery I just bought for my Oldsmobile and the CCA and CA numbers
aren't

KR> 0-200 on eBay

[Mike Stirewalt via KRnet]

https://tinyurl.com/ygxteew4


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KR> New Experimentals in the fleet 2019

[Mike Stirewalt via KRnet]

Aircraft that were added in 2019...here's a partial breakdown:


Rotorway7
Murphy7
Glasair8
Bearhawk8
Bede8
Velocity8
Just9
Pietenpol9
Searey9
Pitts (EAB)10
Long EZ11
Avid13
Aircam14
Challenger16
Lancair23
Glastar26
Sonex31
Kitfox40
RANS45
Carbon Cub62
Zenith65
Vans249


The homebuilt model with the most new registrations in 2019? The Van's
RV-7, with 55 examples.

In second place? The CARBON CUB. 51 Carbon Cubs were added to the EAB
registry last year. What's more, that's just the 2000-pound-gross Carbon
Cub. 13 of the 1835-pound gross versions (basically the same, with a
smaller engine) were added as well.

Mike
KSEE

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KR> 0-200 on the cheap

[Mike Stirewalt via KRnet]

Victor Taylor said, 

"I bought the worst looking Cessna 150 I could find for cheap. I took it
apart and sold everything but the motor."

What a great idea!  


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KR> Jabiru

[Mike Stirewalt via KRnet]

Larry commented, 

"I also wonder about the Jabiru."

We can learn from Colin Hale's experience when it comes to this engine. 
He himself said in one of his postings that the engine isn't very good. 
He knew the engine and its weaknesses and knew how to fix and deal with
the Jabiru so he stuck with it - until it finally let him down in Japan. 
That off-field landing would have worked out fine I think had it not been
a stepped-level golf driving range.  

A friend here at Chapter 14 had a Wittman Tailwind with the 3300 version
of that engine.  He couldn't keep valve seats in it and finally sold the
plane and engine in disgust.  He learned to hate it.  Caused an
off-airport forced landing (successful) and other troubles.  The Tailwind
of course is a fine plane.  

Colin sure did some great KR flying.  His excursion into Russia was epic.
 

Mike
KSEE


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KR> Subarus

[Mike Stirewalt via KRnet]

Postings are scarce on KR net this holiday period so I'm putting this in
for anyone that's bored.

I admire you guys with your Subarus.  A lot of engineering complexity
goes into getting these engines to work well in an aircraft.  Besides the
thrust bearing issue Max Power is discussing, other Subaru issues are
water cooling, turbocharging, reduction drives and through using these
mechanical features, squeezing a huge amount of power out of such
relatively small displacement engines - 2.2 litres - roughly the same as
a GP 2180 or Revmaster 2100D.  Instead of getting the rated 76 HP at 3400
RPM of a GP2180, the Suburus are pulling 182 HP from an engine of roughly
the same displacement.

I had a hangar neighbor, a retired aircraft engineer/designer, really put
his heart and wallet into an EA-81 turbo installation on his Europa over
a period of 10 years.  He used the Marcotte PSRU (I've earlier
incorrectly posted that he used the Eggenfeller).  The Europa was
designed for a Rotax but Wayne was attracted to the idea of using more
power and making a really high flyer out of it with lots of range.  He
made many enhancements such as additional fuel capacity and added all the
available factory options and, of course, put a dual GRT panel in it
along with a plethora of back-up instruments.  A really first class
effort that taxed his excellent engineering skills.  It took a lot of
ingenuity to sculpt into the stock Europa design the radiators and
plumbing necessary for the Suburu.   The front end came out looking
rather bulky and not very sleek looking but it was engineered well.  When
finished the engine ran well for quite a few hours on the ground and even
ran well enough for Wayne to fly it up to the designated airport for
flying off the 40 hours.  Since it was a monowheel, he had a landing
mishap in a crosswind so brought it back to Gillespie to install the
tri-gear option that's offered for the Europa.  After running the engine
some additional time on the ground, when he again was headed to the 40
hour fly-off airport, the engine disintegrated shortly after takeoff. 
Wayne, although he had been doing very little flying while building this
plane, landed it on a busy freeway without mishap and had a flatbed truck
bring it back to his hangar.  The engine had broken a timing gear and
swallowed some valves and he hadn't the heart or trust in it to re-build
it.  He trashed it and all his elaborate plumbing, reshaped the cowling
and put in a Rotax.  He then sold it to a fellow who flies it (N951EU)
out of Apple Valley.   Wayne retired to the Ozarks.

Pictures at this link show what it looked like with both the Suburu and
the Rotax cowlings.

https://tinyurl.com/rckpda3

Discussing things afterwords the concensus seemed to be that trying to
squeeze so much power out of a 2.2 liter engine frequently causes failure
due to heat and stress.  Mainly stress.  Same thing that kills people
kills engines.  Sometimes the reduction drive is also a factor.  

https://www.nbcsandiego.com/news/local/small-homemade-plane-lands-on-stat
e-route-67/1928901/

What boggles the mind is how the automotive industry manages to make
reliable engines by doing the same thing - developing huge horsepower
numbers from very small displacement engines.  I think they get away with
it because the engines, while rated at a high HP, spend their lives
loafing along at very low power settings - unlike engines used in
aviation applications.  The fastest production car in the world (until
recently . . . it's always changing), the Koenigsegg Agera RS, gets its
1160 HP out of a 5 liter V8, about the same size engine as what's in my
Olds 98.  

Mike
KSEE

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KR> KT-76A

[Mike Stirewalt via KRnet]

Larry said, 

> "I purchased one that looks like new for $150 and free shipping and it 
works fine."

If it came with a tray and encoder you really did well.  These KT-76A's
are legendary.  

Mike
KSEE 


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KR> On second thought . . .

[Mike Stirewalt via KRnet]

That deal from Sarasota Avionics isn't such a good deal on second
thought.  I'm seeing deals like the one below without even looking hard. 
 The one below includes an encoder and tray for $175 BIN.  Spruce has got
the GDL-82 for $1695 so going this route brings compliance in for under
2K for those currently without a Mode C transponder and encoder.

https://www.ebay.com/itm/KT-76A-ATC-Transponder-with-tray/174109028852?ha
sh=item2889b4f1f4:g:CeoAAOSww-dd3vg3


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KR> GDL-82 + GTX327

[Mike Stirewalt via KRnet]

Good deal for someone.

https://sarasotaavionics.com/avionics/gdl82-gtx327-package


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KR> ACK A-30

[Mike Stirewalt via KRnet]

Just looked on their website.  Depending on which model you have here are
the options: 

"Model A-30 Mods 4,5,8,9 altitude encoder. If not under warranty you may
send in the encoder for test and evaluation there is no charge for this.
We will quote you an overhaul or replacement cost."

Both Sparky's and mine needed no new parts or repairs as I recall . . .
all these years later.  They just put the cncoders on the bench to see if
they're operating within specs.  I sent mine back not because I wasn't
getting accurate altitude readouts but rather just because it was a free
service they provide.   Sending it in will help you narrow down whatever
is causing your altitude descrepency.  If your model is included in 4
through 9 (ours were) they can replace anything that might need replacing
(which they'll likely also do for free regardless of warranty . . . kind
of like Tiny Tach in this respect . . . great companies!)

If your ACK-30 is a really old series 1 - 3, I wouldn't be surprised if
they didn't just send you a new one or, a new one at a very discounted
price.  Spruce is charging $236 for their latest model so they aren't
expensive in any event.  

**

Just thought to mention . . . anyone getting a transponder/encoder 24
month check, make sure you give your tx/encoder at least five minutes to
warm up.  Just turning them off and on with the test equipment hooked up
will likely cause the test equipment to not respond accurately.  Your
tx/encoder needs to be warmed up.  

Mike
KSEE
   

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KR> ACK Encoder

[Mike Stirewalt via KRnet]

Larry, 

It's been several years since we did it, but Sparky and I sent our
ACK-30's back to ACK for calibration and checking.  As I recall they will
do this for free.  Give them a call and confirm this before you spend any
money.

Mike


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KR> KR-2 for sale

[Mike Stirewalt via KRnet]

That's a darn shame this gorgeous plane is going for such a small number.
 I see stupid ultralights. . . aluminum tubes covered with fabric and a 2
cycle engine . . . selling for 10K and more . . . all the time.  Can
someone say "Challenger" without gagging?  A friend here on the field who
built two KR's, Lloyd Buckner, got fed up with buying new engine cases
for his Revmaster (his oil temp gauge was reading way low) and sold it
for 15K to a fellow in Las Vegas.  I've never heard anything more about
that plane for some odd reason.  It was nice but I doubt it was nicer
than the one in the picture that's won so many awards.   Lloyd got his
price (he was asking 15) and since this one for sale is so nice I think
you'll get your price too.  15K is nothing for a capable, flying
airplane.   Anyway Jeff York . . . I hope you get 15 for it.

Mike Stirewalt
KSEE


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KR> Transponder

[Mike Stirewalt via KRnet]

I've got the same set-up - KT76A with an ACK AC-30.  Both have worked
flawlessly since I  got them (used) from Steve Bennett when I bought the
plane in 2006.  He charged me an additional $600 over and above the
$12,500 I paid for Ken Cottle's plane.  They pass their transponder
checks every two years without fail and whenever I've talked to ATC to
compare their readout to what I'm seeing in the cockpit, it's always been
well within the 200 ft. variance that's acceptable.  

I'm expecting to stick with these reliable components and buy an ADS-B
option that uses this existing equipment.  The GDL-82 apparently installs
in-line with the existing transponder antenna coax thus no additional
antenna is necessary - although the Garmin unit probably comes with an
antenna designed to optimize the ADS-B output.  In either case, just one
antenna is necessary.   The Tailbeacon and Uavionix wingtip beacons seem
great although I would want to wire them separately from the position
lights, especially since I've got such a puny alternator.  Even if I
didn't, leaving the position lights on all the time just to run the ADS-B
output seems a sloppy solution.

Mike
KSEE


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KR> Zenith Cruzer

[Mike Stirewalt via KRnet]

Larry wrote, 

"I made what would basically qualify for a first successful flight in a 
Zenith Cruzer yesterday."

Looked it up out of curiosity.  Kit is 18K+ plus shipping.  Engine is
another 6-10K or more, avionics & other extras could easily run another
5K.   All this just to build a poor performing and handling spam can? 
For that much money one could have a really primo KR, or even a cheap
Mooney, Thorp, Mini Mustang, or proven STOL designs like Jeff's Cub.  I'm
guessing lots of owners are going to use the ADS-B mandate to push them
over the edge and finally sell their birds that have been sitting - which
means there may be even more good deals than usual on Barnstormers.   

Except for the CH 650, the Zenith has never been interesting except when
they had a rash of spar failures.  Larry's experience proves the truth of
the old adage that "If it looks good, it'll fly good".

Mike
KSEE


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KR> Artificial Horizons

[Mike Stirewalt via KRnet]

> "It's probably 10 years old but I purchased it for $200 from a friend .
. .

Looked it up and that instrument is hardly "cheap" . . . it's roughly
$1500!  You got quite a good deal.  Looking further, I see Falcon is
making a huge array of instruments and their website indicates a strong
service and warranty section so it's clear my thinking of them as just a
low budget Chinese outfit is out of date.  If that instrument acts up any
more and the overhaul price is reasonable it might be a good option just
to get it refurbished.  It's not a lighted instrument, but a little
ingenuity in lighting is easy enough.  I've used AutoZone LED accent
lights for those instruments that don't have interior lighting.  Picture
attached.  Important for night flying of course.  

Forgot to mention in previous email that the TruTrak ADI 3" instrument
shows up on eBay once in a while as people upgrade their panels.  They
usually go for $500 - $600 but with the deluge of low cost solid state
instruments that are showing up, I imagine they'll go even cheaper in the
future.  I paid $1200 for mine from Gulf Coast, with the GPS option. 
It's internally lighted and has been a joy to use.  

Mike
KSEE
 

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KR> Artificial Horizons

[Mike Stirewalt via KRnet]

As you probably already know Larry, Falcon is not known for their quality
and reliability.  They are better than nothing but are thought of as a
Chinese product with a limited lifespan.  Of course, everything has a
limited lifespan.  I've had excellent performance from a TruTrak
artificial horizon called an ADI (Attitude Directional Indicator).  There
are those who will accuse it of not being a "true" attitude instrument,
however it has always worked exactly as I've expected it to so those who
might quibble are probably people who have not flown with it,
particularly in IMC.  TruTrak has been bought out by Bendix/King however
they still sell the 2 inch model ADI - not sure if it still has the GPS
track readout on that instrument or not but if it does, that is one heck
of a useful instrument - course and attitude on one instrument
practically eliminates having to use other instruments.  The thing I like
about my 3 inch version is that there is no lag in its performance.  For
incredibly responsive planes like ours, it's a joy to use an instrument
that is just as responsive.  It reacts instantly.  Conventional
vacuum-driven attitude indicators have a lag time which is not noticible
with normal planes, but would always be just a little bit behind the
plane if used in a KR.  I realize the Falcon is electric, so it may be
just as responsive as the TruTrak instrument.  

Besides the TruTrak ADI, there's lots of new choices on the market. 
Here's a few but there are quite a few more coming out of the woodwork if
you do some searching.  Some cost not much more than fixing your Falcon
would cost (if you can find a shop to work on them).

https://www.youtube.com/watch?v=kbcSCWH3uhE&t=11s

https://www.youtube.com/watch?v=fZgYDVyLubo&t=67s

Even Garmin has one, for the usual Garmin price, 

https://www.gulfcoastavionics.com/products/4177-g5-efis-experimental.aspx

Mike
KSEE


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KR> ADS-B

[Mike Stirewalt via KRnet]

Thanks Jeff for the heads-up on the current deal from Spruce and
Sporty's.  I'm looking for a 1090ES Out unit that is not a transponder. 
I don't intend to replace my excellent old KT-76A with ACK encoder. 
Since I intend to finally upgrade my navigator from my reliable old
AnywhereMap ATC, I long ago decided on a Garmin 660 which limits me to a
Garmin receiver for ADS-B In.  It's roughly the same size as my ATC, has
a brilliant sunlight-readable screen and has a worldwide geographical
database plus the North America database that includes Canada and Mexico.
 It includes all the IFR appraches plus has vertical navigation that
would allow one to create their own ad-hoc approaches.  It's the cat's
meow.   It requires a Garmin receiver to feed it ADS-B info, so I'm
planning to buy a used GDL-39 on eBay.  I've seen them go for as little
as $300 as people upgrade their panels and sell the old stuff on eBay.   


If anyone spots a ADS-B Out 1090ES unit - something similar to the ECHO
UAT unit Jeff has mentioned, let me know please.  

Mike
KSEE
  


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Re: KR> Interesting Engine for sale

[Mike Stirewalt via KRnet]

"I’d be on edge running a little Honda engine at 4000-5000 RPM for the
duration of an entire flight."

Me too.  I saw with a hangar neighbor who built a Europa with the
supercharged Suburu Eggenfeller reduction drive.  He was an retired Area
51 engineer.  Did meticulous work.  Had a forced landing within his first
few hours due to the engine swallowing something.  His forced landing was
on a freeway and was completely successful, didn't hit anything.  The
worst result was having to get rid of all the custom plumbing he'd
designed to support the overstressed engine and putting in what the plane
was designed for, a Rotax.  That plane is currently flying up in Apple
Valley and the pilot does videos of his flights on YouTube.  The engineer
went to Lake of the Ozarks and gave up the flying game.  He was in his
80's.  Sold the plane for a song, compared to the fortune had had spent
on it over the 13 years that he had built it.  That's life, eh?

I no longer think this Viking engine is interesting.  I'd never heard of
them but learned today they use the Eggenfeller re-drives which don't
quite have a stellar reputation.  I don't like re-drives at all, for that
matter, and is one reason I don't like Rotax engines despite their
popularity and proven reliability.  Redrives waste power.  

Mike
KSEE


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KR> Interesting engine for sale

[Mike Stirewalt via KRnet]

https://tinyurl.com/y5hf9y2k

Mike Stirewalt
KSEE


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KR> MOFO Heads

[Mike Stirewalt via KRnet]

Looking at their .042 heads (which would be a match for my GP 2180), I
see both with them and the .041 heads they come with an option for "heavy
duty springs".  At the revs we use with our aviation applications, using
stiffer springs would just wear out the cam lobes.  

They also offer "stainless steel valves".  There's any number of
suppliers for generic stainless steel valves but why not just go with the
known best?  Manleys.  The ones Langford chose for his Corvair conversion
are just as good I'm thinking - don't know if they make them for the Type
1 VW though.

Another thought, always put new valves in a lathe or grinder and make
sure they are true.  An old A&P advised me years ago that, even aviation
valves from Continental and Lycoming, can't be counted on to be perfectly
true.  Aircraft mechanics often just presume them to be true, but some
are not.  This would explain the otherwise inexplicable valve problems
some owners experience with a new or newly rebuilt engine.  Slightly out
of true valves will rotate around the seats (like they're supposed to)
and start leaking fairly soon.

These MOFO heads look fine.  I love the extra cooling.  

My Great Plains EMPI's from Brazil modified by Steve Bennett have served
well over time.  Keeping them cool is the name of the game for
long-lasting VW engines.

Mike
KSEE  


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