Re: KRnet> KR high speed taxi test

[n357cj via KRnet]

Good Morning folks, 
I have been silent about the taxi testing, but what i see is everyone talking 
about the handling charatristics of the plane as it relates to testing. I did 
probably 100 taxi runs on 357CJ. I never ever thought that it was about 
handling after a couple runs. It was about the engine. I had originally built a 
snorkle for the fresh air to carb and it was not the right thing to do but only 
became know by high speed taxing. If I would have taken off in the original 
configuration I most certianly would have been a statisticDo as you feel 
good about as you are the pilot in command but as for me there will be high 
speed testing done in the next several months again. 
Joe Horton, 
N657CJ 
final assembly in process... 
 

-Original Message-

From: Mark 
To: KRnet 
Cc: Mark 
Date: Friday, 9 August 2024 7:37 PM EDT
Subject: Re: KRnet> KR high speed taxi test

Let’s reiterate on this. I have done both high speed taxi tests with wings on 
and wings off. If you are doing this wings off, remember that the stub wings 
create enough lift to pull you off the runway without ailerons. Be careful out 
there.  
 Mark Jones 
Oldsmar, Fl 
  
N771MJ  “WunderBird” 
www.flykr2s.com 
flyk...@gmail.com 

 
    
 
On Aug 9, 2024, at 7:16 PM, Larry Flesner via KRnet  
wrote:

  
  

  On 8/9/2024 2:31 PM, Ray_pilot via KRnet wrote: 
 I had always thought you were supposed to high speed taxi test.  Never thought 
it was an option. 
And we can guess forever if it is smart or not. 
For me, I am getting closer, but we do have a professional at our airport and 
he will do the first flight.  If anything goes wrong he has a better shot of 
handling it than I would. 
I will do taxi testing and maybe some hops, but not a flight off the airport.  
Not the first one. 
   
 
Ray_pilot New Orleans

   

I don't recall anyone suggesting not to do high speed taxi test.  My 
observation has always been "do high speed taxi test to determine 
control-ability of the aircraft up to lift off speed, maybe two or three runs." 
 Anything beyond that I consider "practice" and not "testing" and any "practice 
time" is simply additional safety exposure.  If you need "practice" time, your 
suggestion of having a more qualified pilot do the first flight is good advise. 

Everyone makes their own determination on whether they are qualified to do 
first flight.  Some times it works out, sometimes it doesn't.  Without checking 
the records I seem to recall an accident will most likely occur on landing and 
/ or "crow hops"  rather than takeoff .   

Go with what makes you feel good, until it doesn't feel good any more. 🙂 

Larry Flesner 

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Re: KRnet> Poor man's Learjet

[n357cj via KRnet]

Those are great memories. I have a similar screen shot somewhere of a trip from 
Michagan to Allentown basicaly that I was making over 230mph with a 50 kt 
tailwind at 9500 ft. It was awesome how fast thing s moved below. Then in 
traditional oneupsmanship a friend at my airport that was demonstrating 
Lanceairs overseas sent me a shot of him doing 528 mph over russia somewhere. 
You don't always get the tailwinds. I did the trip to Corona in 2015 for the 
gathering and for over 4000 miles the best wind I saw was no wind for about a 
hundred miles on th eway home.. all th erest of the trip was head wind. 
Joe Horton,  
n657cj 
 

-Original Message-

From: MS 
To: Oscar 
Date: Wednesday, 17 July 2024 1:26 PM EDT
Subject: KRnet> Poor man's Learjet

  
  Going through the Pryce emails I came across this picture.  When my mom was 
in her last period I was back and forth between SD and Vegas and on one of 
those trips, destination North Las Vegas Airport, I snapped this picture at me 
sailing along at almost 14 thousand feet going 172 MPH.  
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Re: KRnet> Passing of a long time KRnet member

[n357cj via KRnet]

Thank you for sharing Rich, This saddens me greatly. Dave and I first met up 
sharing the trip to Red Oak in 2003. We saw each other many times over the past 
20 years now.  His photography is and was always fabulous. There is a photo he 
took of 357cj diving away from him at Mount Vernon which he composited into a 
sunset shot he took while I was standing by him in the restaurant. I have seen 
that picture hanging on the wall of 3 different airports that I happened into 
over the years and really brought a smile to me. He had given me  several shots 
of leaving Nashau airport when I was up there one weekend that I kept on my 
screen saver for years. We last spoke probably 2 years ago now  when i was 
really getting on him about getting back at the plane. I am pretty sure he 
trailered his plane at least once and maybe twice to gatherings which is no 
small undertaking. I will miss him. 
     If and when there are services planned please let us know, if in 
Connecticut or Tennessee It is not to far for me to see him off. 
Joe Horton 
N657CJ ... very soon to be inspected 
  
 

-Original Message-

From: Rich 
To: KRnet 
Cc: Rich ; harold 
Date: Friday, 22 March 2024 7:59 PM EDT
Subject: KRnet> Passing of a long time KRnet member

 Sad to pass along that the long time krnet member Dave Mullins passed away 
suddenly while at work today. Those that attended gatherings of past may 
remember Dave as a large man with big dreams of finishing his KR2 XL. 
Unfortunately, his big heart gave out today. A talented and self taught 
engineer with many skills and a willingness to help anyone. He was employed by 
another good friend of mine at Pneucleus.com and was responsible for cad 
design, electronic layout, fixture design, manufacturing, dog petting, and 
anywhere else he could lend a helping hand.    Just a few days ago he responded 
to Gary Sack's e-mail regarding viewing the eclipse in northern New Hampshire.  
https://www.mail-archive.com/krnet@list.krnet.org/msg68839.html   Dave was also 
an avid and talented, professionally trained photographer and was responsible 
for photo's at many gatherings from the late 1990's and beyond such as   
http://www.krnet.org/kronline/jan2003/   Dave was also a Corvair aircraft 
engine enthusiast and I have a few parts he designed and had fabricated on my 
(not yet flying) KR2S.    Daves website and builders log is still up and 
running. New guys may want to capture as much information as you can in case it 
goes down.   http://n323xl.iwarp.com/blspars1.htm   It early but we are hoping 
that their may be a service in his original home state of Tennessee in the 
months to come   Rich Parker  Greenfield, NH richontheroad (at) hotmail.com     
  
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Re: KRnet> little voices

[n357cj via KRnet]

Good thought but no it always had fuel and never run more than a few seconds 
unless engine was being started 
 

-Original Message-

From: Larry 
To: krnet 
Cc: Larry 
Date: Thursday, 14 March 2024 4:49 PM EDT
Subject: Re: KRnet> little voices

I flipped the pump switch (which all worked great when engine runs were done 
over a year ago)  
 
 
Joe Horton, 
Dr. Deans plane newly registered as N657CJ 
   
+++
 

Joe, 

The limited research I've done indicates the pumps don't like to be run dry for 
any amount of time, like a minute or more.  You didn't indicate if any of your 
test was with no fuel.  If they / it worked fine with fuel and now is 
intermittent I'd replace the pump and limit it's operation to fuel only runs.  

211LF has no gravity feed and no engine driven pump.  It must have at least one 
pump running continuous any time the engine is running.  20 years and 900 hours 
would indicate they are quite reliable.  211LF has two facet pumps in parallel 
running through an adjustable fuel pressure regulator to the Marvel Schebler 
carb.  For the 20 years I flew 211LF I used both pumps on T.O.& landing and 
alternated their use during cruise. 

As always, YRMV... 

Larry Flesner   
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KRnet> little voices

[n357cj via KRnet]

Hi guys,  
I have been working it pretty hard to finish up the original Dr. Dean boat that 
I bought from Eric Pitts back in 2014. I still think that I will have it 
together and inspected before summer but I keep taking a step back. The most 
recent I am sharing and the story goes While finishing up panel work and 
not having had a battery in or trying to turn the engine over in probably 8 to 
10 months I started playing with switches and just testing to double check my 
work. In this plane I have a fuel pump since the new elison actually likes more 
pressure than I can get from gravity feed  (one of my favorite sayings is 
gravity never quits). So I flipped the pump switch (which all worked great when 
engine runs were done over a year ago)  
Nothing happened except the indicator light came on. Flipped back in forth a 
couple time and the pump started to run. Then it worked every time. But that 
little piece of doubt had been planted in the back of my head. Over the next 
couple weeks while chasing all the new tech in the plane and programing I would 
flip the pump on every so often .. a couple hesitations happened and a little 
more doubt planted. During one of the sessions of having the panel turned I I 
noticed that the indicator for the fuel pump was very dimly lit. The pump did 
not work. Now it  was worthy of figuring it out. Traced wires, switches and 
breakers. checked connections and voltage and grounds. I found nothing to even 
consider a install issue. Last option is bad pump. I bought 2 new in 2016 
identical and one has failed with in all likely hood less than 1 hour total 
time. 
       I had only installed a primary fuel pump and set up the system to 
gravity feed in the event of pump failure. Now I bought 2 more new pumps and am 
rebuilding the fuel system to have 2 pumps in line with free flow in the off 
position so that gravity is still a 3rd option. But that little voice in my 
head had fuel pump failure as my worst dream and now it happened before I could 
even get out of the shop.  
       Maybe we should be doing a high wing FreeBird design so I could have a 
good gravity feed system  
Joe Horton, 
Dr. Deans plane newly registered as N657CJ 
  
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Re: KRnet> Insurance

[n357cj via KRnet]

Hi, 
I had found that SkySmith  had  acceptable rates when I first flew 357cj and 
they diminished over a 2 to 3 year period as the plane built hours with the 
pilot. If I recall the minimum liability was something just over $600 (2005) 
and cut nearly in half over the next few years and remained pretty stable for a 
number of years. During those times I think i fell in the sweet spot for total 
hours per year which is over 100/year. I am pretty sure that AOPA and EAA have 
insurance providers that have programs geared to first flight/new plane 
situations. 
   I think I have heard that since there are not that many insurance companies 
for our sector that applying to several Companies may not give you any 
advantage over rates. 
Hope this helps, 
Joe Horton 
 

-Original Message-

From: Ronald 
To: krnet 
Cc: Ronald 
Date: Thursday, 17 August 2023 6:16 AM EDT
Subject: KRnet> Insurance

 I can see the finish line for completing my KR. Starting to think about 
insurance. Any tips, issues, or recommendations from the team?
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KRnet> bulkheads for spinners

[n357cj via KRnet]

 
What are thoughts on the bulkhead shown on this site? 
https://www.univair.com/piper/piper-pa-18/view-all/u14424-000-piper-spinner-back-plate/?gclid=Cj0KCQiAutyfBhCMARIsAMgcRJQyV03J0HcQf-jaUGyfJOLtBZCin9IUc57Y5bJcLige20T9Nf_yr4waAieEEALw_wcB
 
I can make this in a couple hours for front and back bulkheads. I just have a 
bit of reservation because I had bulk heads that had solid shaped outside ring 
instead of the tabs on this one. 
Thanks, 
Joe Horton 
   
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Re: KRnet> spinners

[n357cj via KRnet]

Sorry  
I should have been more clear and actually my reasons . 
I have a very well made composite spinner in my shop. I have checked it for 
balance and true and it is great. It was made that  bulk heads (forward and 
aft) like the ones from ACS  (i think they were part # SN-1 or something like 
that) would have fit in pretty dang close. I am not real keen on a composite 
bulk head from the way to many times that I have fooled with prop balancing. I 
am not convinced that I am capable of laying up  carbon fiber ones that are 
consistent to keep the weight concentric. I won't fly it with just rear bulk 
head either.(been there and done it- bad results)  Aluminum sheet seems best to 
me for this. To start with balance and then ridged also. I am not confident of 
two high speed moving parts that could wear at the attach screw holes. (my 
experience from the seven screws that held my top cowl to firewall -repaired 
every couple years.) 
    So I was just looking for bulk heads fore and aft if they were available 
somewhere. for 10" spinner, for 3 1/4 to 3 1/2" prop hub. made from Aluminum. 
Thanks, 
Joe Horton 
  
  
  
 

-Original Message-

From: n357cj 
To: KRnet 
Cc: n357cj 
Date: Wednesday, 22 February 2023 5:28 PM EST
Subject: KRnet> spinners

  
Hi Folks, 
Does anyone have a source suggestion for spinner bulkheads? Apparently they are 
not available from ACS anymore. I guess I could try aluminum spinning on the 
lath but I haven't done that since 7th grade (that was sometime in the last 
century) 
Thanks, 
Joe Horton 
N657JH (reserved) 
  
 
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KRnet> spinners

[n357cj via KRnet]

Hi Folks, 
Does anyone have a source suggestion for spinner bulkheads? Apparently they are 
not available from ACS anymore. I guess I could try aluminum spinning on the 
lath but I haven't done that since 7th grade (that was sometime in the last 
century) 
Thanks, 
Joe Horton 
N657JH (reserved) 
  
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Re: KRnet> ELT Antenna

[n357cj via KRnet]

I mounted mine right behind the shelf behind the seat to the bottom of the 
fuselage and straight up. There was just enough room. I never planned on 
needing it and seriously the likelyhood of that antenna surviving on the 
exterior of a KR are pretty slim from any and all pictures I have seen. 
   Transponder antennas are a different matter and most of us have installed 
the copper foil tape comm antenna in the tail under the glass for the past 20 
years now. 
My first plane had 3 antennas,... the new one I think is going to have 5, 6, or 
7... now i'm not even sure... 
  
Joe Horton 
90% completed new number N657JH (DR. Dean plane) 
 

-Original Message-

From: Kevin 
To: KRnet 
Cc: Kevin 
Date: Tuesday, 27 December 2022 12:43 PM EST
Subject: KRnet> ELT Antenna

 Reviewing pictures on the links, I see very few, if any, external antennae. 
What have you used, and how did you mount it.  My ack E01 requires a 36in 
ground plane for the suppied antenna, and that limits locations.  Yes I'm aware 
that the 121.5 system is being phased out,  but I already have this one, and it 
still meeys the regulatory requirement.  
 Kevin Stolhammer kstolham...@gmail.com  
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Re: KRnet> ram air....potential issue!

[n357cj via KRnet]

I haven't been following the email chain but the thing that pulled me in at the 
end of Mark's note was about aerocarb vs. ram air. I removed the ram air during 
taxi testing on 357cj as it started to lean out right about lift off speed and 
stumble, sometimes stall the engine. I changed to completely pulling air from 
inside the cowl and it was cured. Eventually carb heat was added to the filter 
box and I was still able to have a rpm drop with engaging the carb heat and it 
also made a significant difference in high altitude cruise settings. I would 
strongly recommend staying away from ram air with the aerocarb/aero injector 
fuel metering devices. 
joe Horton,  
Soon to have a plane flying again 
 

-Original Message-

From: Mark 
To: krnet 
Date: Saturday, 5 November 2022 12:23 PM EDT
Subject: Re: KRnet> ram airpotential issue!

I reread my Jim Hill website, and it was a Posa that Jim was running 
when the ram air caused the engine problem.   It was replaced by a 
Revflo, which ran fine, as I recall.  The Revflo does have a good 
reputation.  The Posa, on the other hand, is a POS. 

Enclosed is the page from the 1990 Ellison manual, which talks a lot 
about the possibility of feeding the TBI vapor and causing problems, but 
nothing specific about cooling the TBI itself. 

 I could be wrong, but I believe I'd heard nothing about vapor lock 
issues until I experienced it myself with my EFS-3, and in 
troubleshooting, I tried the blast tube on the diaphragm and it worked.  
Maybe I got that idea from somebody else, but it did cure my problem, 
and Mark Jones' problem as well.  It is a real issue, and failure to 
address it can lead to unhappy results. 

See enclosed page from the 1990  Manual, which I believe is the manual 
that came with an EFS-3A that I bought off ebay, along with a purchase 
agreement between Ellison and Craig Williams, the original purchaser.  
That EFS-3A is destined for N891CJ, which is currently running an 
Aerocarb.  it is worth mentioning that the Aerocarb doesn't seem to mind 
ram air, and least not on this installation.  Not that I'm recommending 
the Aerocarb at all. 

Mark Langford 
m...@n56ml.com 
http://www.n56ml.com 
Huntsville, AL 

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Re: KRnet> Pretty quiet out there..Panel.

[n357cj via KRnet]

Hey, that looks a lot like a airplane instrument panel... I am trying to get 
myself happy with a layout and you did something similar to what I have bought 
instruments for. I was not able to purchase Dynon this time (they told me that 
it looked like next February.. I have a GRT horizon coming in July and I 
already had the EIS so it became a cheaper install. But to my Point I see that 
you have a altimeter all the way to the right. I purchased a Altimeter, ASI and 
VSI as primary back ups and wanted all three in 2 1/4" but ended up with one of 
them in the 3" size. Just wondering if you look that far over and if you can 
read it accurately. It would be a better area for my panel layout although I 
certainly would prefer them right in front of me. 
Joe Horton,  
Dr. Deans by September I hope (80% realistically completed) 
 

-Original Message-

From: kr2s 
To: KRnet 
Date: Monday, 9 May 2022 12:10 AM EDT
Subject: KRnet> Pretty quiet out there...

  I hope everyone has been busy building. Or in my case, rebuilding. Just to 
keep the list moving along, I’ll send a photo of my newest panel revision; a 
swap of the Dynon EFIS from a D10A to a D100. It’s hard for me to believe but 
the cockpit feels bigger without the D10A protruding back from the instrument 
panel. The nicest part of the upgrade was it is totally turnkey; the same cable 
unplugged from the old and directly into the new. Ok, back to the shop to 
replace the torn sling seat fabric… John Bouyea N133RM KR-2S – imported, fixed 
& flying www.bouyea.net/cur_proj/N133RM OR81/ Hillsboro, OR  
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Re: KRnet> KR component weights

[n357cj via KRnet]

The a couple components that I remember from 357CJ are 
outer wing panels 100% finished 50# each 
corvair 3100 ready except fuel 248# 
plane  finished for weight and balance 726# 
  
I have given up all hope of beating any of those numbers on the current 
project. I am thinking I may be building the new "Porkoloposis Pig" 
Joe Horton   

-Original Message-

From: Oscar 
To: krnet 
Cc: Oscar 
Date: Thursday, 21 April 2022 11:58 AM EDT
Subject: KRnet> KR component weights

 George; I have the weights of bare, stock KR2 wing spars if that's of any help 
to you.  Main centersection spar is just a tad over 8 lbs; aft centersection 
spar is 6 lbs.  I know this because I weighed them for shipping to Colin Hales 
in the UK awhile back.  I can weigh the outer spars as well, if that helps; 
they're sitting in my hangar.   Oscar Zuniga
Medford, OR   
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Re: KRnet> Instrument Panel for my KR2S

[n357cj via KRnet]

Hey Guys, I was watching some videos with my coffee this morning on instrument 
panels and one guy mentioned that if with a glass panel you have a magnetometer 
installed you don't need a wet compass... so did he mean that because they are 
accurate and not needed or is the wet compass replaced in the FAA's eyes for 
inspection purposes. I had a magnetometer with the D10a installed in 357CJ and 
it was completely accurate but at no time did I think that legally I could have 
removed the panel mounted compass. 
Joe Horton 
    

-Original Message-

From: n357cj 
To: krnet 
Cc: Luis 
Date: Monday, 21 March 2022 7:51 AM EDT
Subject: Re: KRnet> Instrument Panel for my KR2S

  
Nice, I tried to order a skyview a couple weeks ago and talked to Dann at the 
factory and he told me they don't expect to have the materials for skyview 
until early 2023. So i am moving on to something else... 
Joe Horton 
80% on DR. Dean plane (I need to get a number picked) 
  
    
From: Luis 
To: KRnet 
Cc: Luis 
Date: Sunday, 20 March 2022 11:27 AM EDT
Subject: KRnet> Instrument Panel for my KR2S

  Just wanted to share a photo of my panel. I just finished it yesterday and 
will be installing back on the airplane today. After this, it's on to taxi 
test...I posted a video with the update on Rand Robinson's Facebook page.    
Luis    
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Re: KRnet> Instrument Panel for my KR2S

[n357cj via KRnet]

Nice, I tried to order a skyview a couple weeks ago and talked to Dann at the 
factory and he told me they don't expect to have the materials for skyview 
until early 2023. So i am moving on to something else... 
Joe Horton 
80% on DR. Dean plane (I need to get a number picked) 
 

-Original Message-

From: Luis 
To: KRnet 
Cc: Luis 
Date: Sunday, 20 March 2022 11:27 AM EDT
Subject: KRnet> Instrument Panel for my KR2S

  Just wanted to share a photo of my panel. I just finished it yesterday and 
will be installing back on the airplane today. After this, it's on to taxi 
test...I posted a video with the update on Rand Robinson's Facebook page.    
Luis 
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KR>Re: 50th Anniversary video - A report

[n357cj via KRnet]

 
  
Ya gotta love the media... While browsing thru all the KR photos I came upon 
one of N357CJ on the ramp in Mount Vernon one of the many times it was there 
but the headline was small plane crashes in Washington Co. Wi. Funny how things 
happen. I did fly over the the landing incident that it was referencing and now 
357CJ is in his hands but intact contrary to the implied photo... 
Joe Horton, 
(working like crazy on the Dr. Dean plane) 

-Original Message-

From: Flesner 
To: krnet 
Date: Thursday, 6 January 2022 4:20 PM EST
Subject: KR>Re: 50th Anniversary video - A report

On 1/6/2022 1:08 PM, Luis Claudio via KRnet wrote: 
> Now my question is this.". can we do justice to your efforts and love of this 
> airplane through this video?" 

++
 

My hope when I first suggested this project was that it would be the 
catalyst that sparks a great deal of press coverage this year to inform 
people in the aviation community about the unrecognized contribution 
that Ken Rand and Stu Robinson made to the aircraft construction world.  
The KR is the equivalent of the Wright Flyer that led to aircraft today 
being made entirely with composites. 

Larry Flesner 

If you want to overwhelm yourself with KR photos just copy and paste the 
following to your browser. 
https://www.google.com/search?q=rand+robinson+kr2&tbm=isch&source=iu&ictx=1&fir=UZTj_Nr5aj0DrM%252CiNRZKsPeRc9W7M%252C%252Fm%252F05c1hnz%253BUV601pESqH7d5M%252CDUF9WRA9MvhT3M%252C_%253B-VrRcTINdz9sGM%252CDUF9WRA9MvhT3M%252C_%253BAxYNLzuXO_oPVM%252CDUF9WRA9MvhT3M%252C_&vet=1&usg=AI4_-kQcoE2cFSLkUeFZ4V4Lome2H3JrTw&sa=X&ved=2ahUKEwiqgL3whJ71AhUxk4kEHWqLCZgQ_B16BAgvEAE#imgrc=UZTj_Nr5aj0DrM
 

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KR>Re: 50th anniversary Project

[n357cj via KRnet]

I have a KRII sew on patch laying on a shelf somewhere that came with my plans 
back in '95 
 

-Original Message-

From: Luis 
To: KRnet 
Cc: Luis 
Date: Wednesday, 29 December 2021 10:55 AM EST
Subject: KR>50th anniversary Project

Does anyone have a FLY KR sticker that I can copy for the 50th Anniversary 
Video project? 
Thanks 


Luis R Claudio 
 
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KR>sad news

[n357cj via KRnet]

Good Morning Everyone, 
     It is with great sadness that I am letting everyone on KR net  know that 
we lost a dear friend to an accident on Friday morning. Pete Klapp passed away 
after crashing into a pond near his airport in Ohio. There are very few details 
available. I did not think it was right for me to make the announcement but it 
has been 3 days and I have not seen a word about it. I felt that he was a dear 
friend of mine,and a true gentleman. My prayers go out to his family that I 
know he was very close to. God speed Pete...you will be missed. 
Joe Horton,  
N357CJ 
 

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KR>Re: Dynon AutoPilot Installation Completed

[n357cj via KRnet]

John, everything you mentioned is absolutly true. The feed back on the stick 
makes the plane still sensitive but not unplannd sensitivity. The one surprise 
you have coming yet as you start to explore with the auto pilot is the 
unexpected turn. It is scary at  first and every time you become relaxed and 
complacent. It happens to me on flights that are maybe 4 or 5 hours. Imagine 
flying along for an hour in Zen, engine smooth as glass, the air smooth as 
glass, arms crossed or maybe camera up taking pictures of the world below and 
all of a sudden the plane  starts a quick right or left turn. You drop the 
camera, your spidie senses are tingling the adrenaline flows, instruments are 
quickly viewed. a couple seconds ( or eternity) go by. Then the realization 
hits you... It was the flight program reaching a turn point and doing exactly 
what you asked it to do those hours earlier. I've told you and warned you and 
it is still going to happen and surprise you... everytime you relax... have fun 
Joe Horton 
n357cj    
1035 hours 
    

-Original Message-

From: John 
To: KRnet 
Date: Friday, 23 July 2021 12:52 AM EDT
Subject: KR>Dynon AutoPilot Installation Completed

Following some very helpful tips and photos received from Chris, Jeff, Joe, 
Luis, & Roger I completed my Dynon autopilot installation and test flew it a 
few days ago. An autopilot in a KR is a nice enhancement. I have to admit 
“George” or “Otto” flies more smoothly than I do. I’ve wanted this 
capability since flying a BE36TC down to the tip of Baja and some trips to 
Oshkosh. 

Since I already had the EFIS D10A in the panel, I only had to buy the AP74 
control head, the magnetometer compass, and 2 servos for under $1800. I 
spent more time building the extensions into the SteinAir harness than I 
expected. I laid everything out on a test bench and went after just one wire 
at a time. When the harness was completed, I installed it into the airframe 
and started the servo installations. Thank you to Joe Horton for the three 
photos at the bottom of http://www.krnet.org/krs/jhorton that acted as my 
starting point for the installation. Chris & Roger also shared photos that 
proved helpful; thanks guys! 

LibreCAD is a free drawing program I used to design Joe’s servo mounts as a 
flat layout diagram and it is attached to this message. I glued ¼” plywood 
doublers to the bottom skin because I wanted the servo mounts to be 
removable. I put 4 @ 6-32 T-nuts under the doublers and used countersink 
machine screws to hold it all together. I went a little overboard on the 
wiring harness so any components could be swapped out in the field. 

In the end, I have an autopilot that can follow a compass heading, a GPS 
track from the Garmin GPS 150XL or fly a flight plan from point to point. If 
I dial in an altitude, it will climb or descend and then level off. Actually 
one of the best things about the upgrade is a totally unexpected benefit. 
N133RM has pushrods directly to the ailerons and to the pitch bellcrank 
behind the aft spar. The servo “drag” or friction has completely removed any 
sense of “twitchiness” in the controls. It now feels like a different and 
better airplane. I’ll take that any time! 

Total weight added about 5 ½ to 6 pounds. Bottom line; was it required? 
Certainly not. Is it a fun project and would I do it again? Absolutely! 

Hoping you are all flying or building on your KRs. 

John Bouyea 

N133RM KR-2S – imported, fixed & flying 

 www.bouyea.net/cur_proj/N133RM 

OR81/ Hillsboro, OR 



  

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KR>Re: Trainer idea

[n357cj via KRnet]

Hi Mike,

I just wanted to comment to make sure that your referring to a KR2 in all the 
comments. My experience in my 2S and a couple others I have been in has been 
all good. I have well over a hundred hours of XC with passengers. I fondly 
remmeber one passenger from the Kentky gathering that flew my plan better than 
I could ever hope to...
A would make the clain that a KR2S is a very easy plane to launch, fly and 
land. At least with the training wheel in the front.
Thanks,
Joe Horton,
N357CJ
1050 hrs



- Original Message -
From: "MS" 
To: "KRnet" 
Sent: Monday, May 10, 2021 5:05:34 AM
Subject: KR>Trainer idea

I
With the many improvements that have been made to the standard design - wider 
cockpits, longer fuselages, problems the original design had with two up have 
been eliminated of course but still . . . with two people and marginal 
horsepower seems asking for trouble.   It's never been a two-place plane . . . 
really.  It's a very cool one person plane. 

Putting two people in a KR for training purposes seems a recipe for an 
unpleasant experience . . . although, come to think of it. familiarization 
flying with Jim Morehead was not uncomfortable at all . . . so I'm all wet.  
Depends on the plane I guess.  Jim's tri-gear plane was just as comfortable 
with the two of us in it as a Piper Cherokee 140.
  

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KR>Re: extended taxi test

[n357cj via KRnet]

Jeff, 
Excellent advice as always. I removed the nyflo tubing from my plane before I 
finished taxi testing. I replaced with a similar product which the name escapes 
me right now but I knew I was getting brake fadding from taxi and it was not 
acceptable. After replacing with the thicker wall tubing it was never an issue 
again.
Joe Horton, N357CJ

No wait I think it's Parker???
- Original Message -
From: "Jeff Scott" 
T
One other note on the plastic brake lines.  The plastic lines do tend to expand 
a bit under pressure.  With the expansion comes a loss of brake pressure.  I 
have fixed a number of brake issues on Experimental planes by swapping out the 
1/4" Nyloflow brake lines for 3/16" lines.  I noted recently that the Aerion 
Lightning aircraft are now using 1/8" Nyloflow lines for the brakes to prevent 
loss of brake pressure due to the tubing expansion under pressure.

Jeff Scott
Arkansas Ozarks

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KR>Re: extended taxi test

[n357cj via KRnet]

I can only think this is a mis placed suposition. I trained in trigear and part 
of the training is onto the runway align and move feet completly off the 
brakes. I have never done anthing different and the KR tracks straight as it 
can unless it is a severe crosswind. Then you really should be checking 
personel limits anyway...
Joe Horton, 
N357CJ


Larry wrote:

My post was directed primarily at "nose draggers" that use brakes to 
steer and may be dragging a brake at near liftoff speed to maintain 
directional control.

Don't tri-gear planes have a rudder?

Mark Langford

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Re: KR> Wing tanks

[n357cj via KRnet]

Hi guys,
 This current discussion of fuel tank location vs. CG vs. safety factors 
has many smaller decisions that are made based on knowlege and risk tolorance. 
The only idea I would like to weigh in on is the header tank vs. CG on the KR2s 
specifically. N357CJ has a 12 gal header tank behind the panel, in the cockpit. 
This is an acceptable risk for me vs. fuel pumps vs. gravity feed. I choose 
gravity feed as gravity never quits. I have had a fuel pump quit. N357 also has 
about 7 gal in each stub wing and is transferred to the header tank by a single 
fuel pump under the seat. It has the new wing profile.
  The proceedure assuming  full tanks all around is take off climb to cruise 
and trim to cruise speed.  the fuel is burned to half full header tank which is 
usually about 1hr 15 min flying at cruise. This is just when the trim starts to 
be noticeable for retrimming.  the fuel pump is turned on and it takes about 20 
min. to refill the header tank. The trim if I did not do any retrim is back to 
set. The nose up at half header of the out of trim condition is very slight to 
the feel and the auto pilot does not usually indicate out of trim condition 
either. Turn off pump and fly for another 1hr 15min and repeat a second time. 
The stub wing tanks are usually empty or very near at that point. I really do 
not have to retrim at that time either or if I do it is ever so little. As the 
fuel continues to burn to 3/4 header and then 1/2  header tank levels I do 
slight trim adjustments. If short flights are being taken with the header tank 
only of fuel it just does not burn off enough that quickly to have trim be a 
problem let alone affect CG that is proper to begin with. I have to assume that 
folks are worried about an uncontroled stall for the sake of this discussion 
   The whole point of the description is the 2s does not exibit the adverse cg 
affects that the history of the KR 2 seems to have engrained into all 
conversations. Now if you are tlaking about a header in a KR2 I retract all 
information.
As always your results may vary
Joe horton
N357CJ over 1000 hrs
Dr  Dean's plane 60% completed


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

Subject: Re: KR> Wing tanks

Hi Michael,
I made the wing leadingedge fuel tanks. I works good. My shift in the weight 
and balance is not noticible thats great. It is a lot off work to make them, 
but it is (I think) beter than the fueltank behind the firewall.

For the building of my fueltanks see.
http://www.masttotaalconcept.nl/kr2/styled-6/index.html

For the intallation we didn`t drill into the spar but worked with a strap 
around it.
http://www.masttotaalconcept.nl/kr2/styled-8/index.html



Good Luck with your decission.


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KR> belly boards

[n357cj via KRnet]

 Hi Guys
For anyone using a belly board on their KR's I would like to know what size 
they have, is it the right size (opinion) and a debate that I remember from 
many years ago ...with holes in it or not to have holes . I will be flipping 
Dr. Deans over in the next week or so and want to finish everything on the 
bottom.
Thank you in advance
Joe Horton,
N357CJ

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Re: KR> Cowling?

[n357cj via KRnet]

Dave,
I doubt that there are any made and ready to order unless someone is parting 
out a plane. I purchased one from Rand back in about 2000 and when I got it I 
was shocked. the weight of it before any work, scoops hinges paint was a solid 
19 lbs After a lot of agonizing and some encouragement I pulled a mold off the 
Rand cowl and then made my own from carbon fiber. The result was about 
6 lbs finished. I have the molds yet and I am pretty sure Mark Langford has a 
set that he made. Mine are a bit more flimsy than Mark's because I only 
intended to make one cowl I think there are 2 or 3 made from mine now somewhere 
in the world and several from Mark's. I would send mine if that is something 
you would want to tackle but shipping is crazy the past several months.
Joe Horton
N357CJ

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "David Stacchini" 
Sent: Saturday, December 12, 2020 3:28:30 PM
Subject: KR> Cowling?

Hello,
Does anybody know where I can purchase a set of engine cowls for a KR-2S?

Thanks,
Dave

NY

Have a nice day

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Re: KR> Big brother is watching

[n357cj via KRnet]

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mark Langford" 
  I'm also quite relieved that I didn't have do 
buy a new transponder, because transponders that mount in a 2.25" 
instrument hole are awesomely expensive these days, with almost none 
available used, that I could find

Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL


Glad you found out without being in someones airspace. I left Quakertown about 
10 years ago one time and contacted Philly and they were not seeing me. I told 
hime I was returning to the airport to check the problem and he said fine just 
stay out of his space.
 I thought I had a used Micro air transpnder bought last week and have been 
watching the mail. I checked on it today and found a refund for it with a note 
saying that ebay had mistakenly not removed it when t was sold a couple weeks 
earlier. There is a becker set up on there right now also. I am not pressed for 
a time frame for insruments so I just keep checking and following for things I 
need.
J

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Re: KR> Corvair engine

[n357cj via KRnet]

That very thought makes me want to cry Jeff. 
I thought there would be someone with the wisdom to buy that plane no questions 
asked...
Joe Horton, N357CJ
-

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

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

-Jeff Scott
Arkansas Ozarks


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Re: KR> Diehl Nose Gear

[n357cj via KRnet]

Ken,
 I have the nose gear and the bolt is not an 1/8" not much bigger though. I am 
pretty sure it is an AN-3 about 3 1/2 " long. I have not had to replace mine 
from any wear or damage and I have probably used it as hard as most anyone. The 
holes should all be for 3/16" drilled thru each side of the nose gear fork. The 
bolt should only have threads at the end just enough for nuts and safety.
Joe Horton, N357CJ

- Original Message -
From: "KRnet" 
Cc: "Ken Henderson" 
Subject: KR> Diehl Nose Gear

 The entire front wheel is secured in the yoke by a bolt measuring
1/8" in diameter! This bolt runs through an aluminum sleeve that goes
through the wheel bearings. There is evidence (gouges on both sides of the
wheel yoke) that this bolt failed during a landing. Damage is not to the
extent that the yoke could not be used but my concern would be prop strikes
and engine damage should this bolt fail again on a hard or nose wheel
landing as it must have done previously. I have pictures but am unsure
about posting them to the list as it does not seem to support this process.
Of course, I'm not the smartest rock in the box so it may be me!
I would appreciate input from people who have this gear as to whether their
axle bolt is also just 1/8" in diameter.

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KR> Kit planes

[n357cj via KRnet]

Hey Larry 
Congrats... I received this months edition of Kit Planes and you made page 3 
with a nice picture at the top of the page. A very good and genuine correction 
by Kit Planes editors.
Joe Horton, 
N357CJ

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Re: KR> ADS-B out update

[n357cj via KRnet]

There is one more possiblity. I was trained to turn my transponder on during 
run up instead of start up. I was getting short errors in my reports also and 
thought I had to keep moving my antennas around more. I found out that the 
error was likely from not having the transponder set to mode C on start up. I 
have left in the mode C from start to shut down and no more errors.
Joe Horton n357CJ

Oh yea a little fying today. I'm not a young eagles pilot but I did take a 
friends two 12 yar old girls for about a 20 min. ride each today. one I took 
above the cumies and let her fly around the edges. They both loved it- Maybe 
did a little inspiring for my good deed this year...
 

- Original Message -


On 6/28/2020 8:18 PM, Flesner via KRnet wrote:
> There was nothing highlighted so I guess it works.



I lied !!!  I went back and looked at the report and didn't realize it 
was six pages long.  Near the bottom there was one box highlighted in 
red.  It was in the "OTHER" section of the report and the box was 
labeled "MODE 3A" and apparently it didn't transmit my four letter code 
(1200) for 21 seconds or so.  I'm thinking I'll not lose too much sleep 
over that.  I'm guessing that could have been as I was just acquiring or 
loosing radar coverage.  I have to get pretty high at my home base to 
get coverage.  On ILS flights during IMC they hole the number two 
aircraft at 3000 feet until the first is on the ground and clear. 
Someone more knowledgeable might have a better explanation.

Larry Flesner


_

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

[n357cj via KRnet]

I guess I'm an old timmer in this group now as I started the first plane in 
1995. But do you remember when the news letters often had arguements of how it 
wasn't a good cross country airplane. I honestly love it to no end and above 
the condensation level it is almost always smooth as glass. There is no better 
palne for me.
Joe Horton, N357CJ

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Jeff Scott" 
Sent: Sunday, June 7, 2020 4:50:38 PM
Subject: Re: KR> Couple of breakfast or lunch get togethers.

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

-Jeff Scott
Arkansas Ozarks


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

[n357cj via KRnet]

Hey since it is Friday I did receive the new issue of Kit Planes last week and 
was pleasantly surprised to see that the KR2s is still in it for kits yearly 
summary and better yet my picture once at the begining of the article top and 
center and the next one a few pages latter on the KR2s summary write up. I just 
had to gloat a little
Joe Horton, N357CJ

- Original Message -
From: "KRnet" 
To: "Chris Kinnaman" 
Cc: "Dr. Feng Hsu" , "KRnet" 
Sent: Friday, June 5, 2020 12:32:11 PM
Subject: Re: KR> Test

Or else because of the fatigue from reading extremely long (but invaluable)
stories about engine performance & experiences

It's Friday again anyways, so am expecting with high confidence to read
from someone today who did fly his & her KR2 in the past 7 days...?!

Dr. Hsu
N2830V (KR2)
N40881 (Piper Cherokee)

On Fri, Jun 5, 2020, 6:07 AM Chris Kinnaman  wrote:

> Maybe. Thanks for replying.
>
> Chris K
>
> On 6/4/2020 8:46 PM, Dr. Feng Hsu wrote:
>
> Maybe folks have spent too much time watching what's going on in the big
> cities here in the US, instead of enjoy flying or building KR2s,
> perhaps?!
>
> Dr. Hsu
> N2830V
>
> On Thu, Jun 4, 2020, 9:38 PM Chris Kinnaman via KRnet <
> krnet@list.krnet.org> wrote:
>
>>
>> Have not seen anything posted for a few days. Is it my email or are
>> things just quiet?
>> Thanks
>> Chris K
>>
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>
>
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Re: KR> todays flight

[n357cj via KRnet]

Larry 
you are correct. I got rid of the fuel pump for gravity flow alone before I 
ever got the plane out of the work shop. I have a fuel pressure guage and the 
header tank keeps the areo carb happy all the time between .7 # and 1.2#
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Larry Flesner" 
Sent: Saturday, April 18, 2020 4:40:42 PM
Subject: KR> todays flight

I got in another flight of my friends Zenith Cruzer today.  Sunny skies 
, light wing pretty much down the runway.  Unfortunately the air was 
rough at pattern altitude and not so comfortable flying. I decided to 
just smooth out the landings.  The Cruzer is such a light weight , high 
drag airframe that it loses speed in an instant at the flare.  I'm 
modifying my approach to carry a bit more speed and a touch of power at 
the flare.  The throttle in this airplane is so touchy and rpm change is 
instant that its hard to fine tune power.  The first approach went fine 
in to the flare and as I came in with power I got too many rpm.  The 
airplane leaped back in to the air and rather than trying to correct 
that close to the ground I went around.  The second approach was more 
steady and made a safe landing.  I'm suggesting to the builder that he 
install a Vernier throttle control to smooth out power changes in the 
flare.  I think we'll get this pony saddle broke soon.  It sure doesn't 
fly like a KR or even a Cessna.

I hope to test fly a Zenith 601 in the near future.  It has a small 
Lycombing engine, 0-235 ir 0-290, not sure which.  I think he is getting 
it inspected in the next week or so.  His only problem right now is with 
an "Aerocarb".  It ran fine on first engine run but now it fires up and 
quits.  This would normally sound like a fuel problem, not enough fuel, 
but in this case I think he has too much fuel pressure and it is 
flooding out the engine.  I think that carb only requires about one 
pound of pressure and he has an engine driven pump and an electric pump. 
I'm guessing, without seeing the engine and setup, that he will need to 
install a pressure regulator before the carb.  A friend years ago had a 
similar problem with a Harley engine on a 601 and a pressure regulator 
fixed the problem.  We shall see.

Keep building everyone.  You have no idea of the fun that awaits you.

Larry Flesner


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Re: KR> Mini Gathering tomorrow.

[n357cj via KRnet]

Well I looked at it but 800 miles and 5.5 hours eachway ... Just a bit to much 
for a day trip. Mark and I talked about going to KittyHawk sometime when this 
is all settled a bit.
Joe Horton, 
N357CJ

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mike Sylvester" 
Sent: Wednesday, April 15, 2020 7:01:53 PM
Subject: KR> Mini Gathering tomorrow.

Hey Guys, Jeff, Mark and I are going to meet up tomorrow (4/16/20) for lunch in 
Humboldt, Tn. We are planning on landing at the Humboldt Municipal Airport 
(M53) around 10:30 AM. I believe take out pizza is on the menu. If you can make 
it by plane or car, we would love to see you. Social distancing will be 
practiced and I know a few of us will be wearing the recommended face mask. Fly 
safe...….

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854
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Re: KR> Anti flutter

[n357cj via KRnet]

Hey Mark,
Hope your family is well. I remember a fair amount of discussion on this the 
first time went went through this. The end point as I recall was that we would 
not acheive the speeds tha would cause rudder flutter and the speeds wer 
questionable for the elevator but just is not that difficult for to do at this 
point in time. I cut the elevator horns off of Dr. Dean's as they were 6 or 7# 
each. I just couldn't do tha knowing tha I could internal balance with js a 
couple pounds...
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mark Jones" 
Sent: Friday, April 3, 2020 11:00:25 AM
Subject: KR> Anti flutter

Quick question. 
I have a balanced elevator. And will balance ailerons. Just wondering if the 
rudder really needs balancing.  Trying to save weight. So far this build is 64 
lbs lighter than my first build at this stage. 

Mark Jones
“Wunderbird N771MJ”
www.flykr2s.com
flyk...@gmail.com
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Re: KR> Took a Flight

[n357cj via KRnet]

Thanks to all who responded to my recent runway encounter message.
   I have not had much time to respond and I have taken all advise into 
consideration with the following decisions using some of the advise and 
judicious use of civility peppered in.
First I will sbmit a NASA safety report
SecondI did orer and receive the 8 ply tires adn will change them this weekend
Third accept my culpability for not checking tires before flight- probably low 
tire pressures
Forth- let the airport manager speak with the pilot- he knew I was not 
particularly happy about the situation and HE did know who it was already with 
a slight comment like oh great it's so and 
   so. I think thatt he will or has talked to him already.
Fifth- If or when I do meat him - calmly state that I was concerned with the 
incident.- I only left the runway to the grass due to his lack of responce.
sixth- not report anyone-- I am certain that I have done things that I should 
not have, don't throw stones if you live in a glass house.
Thank you all
Joe Horton

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KR> took a flight

[n357cj via KRnet]

Hey Guys,
I went to the airport today mostly to gather tools for home in case we are told 
no more traveling oustside of our home. But once there I fueled up looking at 
the wind straight down the runway. So I thought I would take a once around the 
pattern. so once in the air I tought this is nice so I headed out to buzz the 
my house. All cool and fun. I haven't been out in weeks. Still a short flight, 
set up for landing and had a nice little slippery little landing. Started to 
brake as she glided out and it started taking more and more right brake and 
rudder and still drifiting off center to the left. As the speed bleed off and 
the weight started to settle I realized that I had a flat on teh left. All no 
beg deal really. I was going to stop and makfe a swing around on the runway to 
exist the to taxi way that I was barely 15 feet past. Thsi is wehre I started 
to have an issue. A cesna called that he was departing. I called him 
specifically to hold and I was still on th e runway with a flat. He continued 
to call depature right after I called him. I quickly decided to pull in to the 
grass and off the runway at least. I called him 2 more times. HE went anyway. 
After he was airborn I told him again that that was not right. HE said he saw 
me and I was clear. I told him that I am the only one that can call me clear of 
the runway. I just was not happy about this disreguard.. Am I wrong? If so at 
least I venedt amongst friends.
Thanks,
Joe Horton, 
N357CJ

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KR> internet click baits

[n357cj via KRnet]

HI all,
Mark mentioned yesterday about not checking anything of questionable source... 
Just wanted to share my most recent mistake.
I clicked on an article titled "Runway Encounters" expecting some words of 
wisdom about runway safety, But what I got was a disappointing womens fashion 
show from NY or something. How could someone post anything so misleading to a 
pilot...
Joe Horton

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Re: KR> ADS-B Out

[n357cj via KRnet]

Is that with the GPS? or are you able to slave other gps to it
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mark Langford" 
Sent: Monday, January 13, 2020 9:10:36 AM
Subject: Re: KR> ADS-B Out

Joe Horton wrote:

>>I don't know if you said what you had decided on for equipment. Since you 
>>said ADS-b out I am assuming that you are doing the iPad thing for in 
>>stuff<<

I'm using the Echo UAT (see https://uavionix.com/products/echo-uat/ ),
which handles both out and in for my weather on my Android tablet.  They
are still sellling them for $999 at AS&S and UAvionix.  I switched to
the Echo UAT when I realized what a pain it would be to install a
SkyBeacon in a plane with not previously installed lights, and because I
saved $500 bucks doing it this way.

Mark Langford, Huntsville, AL
ML "at" N56ML.com
www.N56ML.com



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Re: KR> Odyssey PC680

[n357cj via KRnet]

Jeff/All,
    I did get a new battery but stayed with the conventional that I had for 
now. I did talk to the battery guys and they told me that the company that I am 
using as well as some others have the lithium in matching sizes to what they 
produce for the conventional batteries. SO to do a bit more homework I am 
wondering about Jeff's statement below about configuring to aviation use. What 
specifically are the things that need to be in the battery to make it safe for 
flight?
   I remember a couple or maybe a few years ago someone had posted a pretty 
long description of the things that are wrong with the lithium's which just 
made it seem like they were not ready for our use yet, but technology has a way 
of getting things worked out. If I remember correctly the charging system was 
also part of the issues to configure correctly for the lithium's.?
Thanks,
Joe Horton, N357CJ

- Original Message 

Subject: Re: KR> Odyssey PC680

Thanks again Jeff,
I am going to look into this battery. 
Joe Horton
- Original Message -

Cc: "Jeff Scott" 
  EarthX has done a good job of configuring this battery specifically for 
aviation use.

-Jeff Scott
Arkansas Ozarks


_

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Re: KR> ADS-B Out

[n357cj via KRnet]

Hey Mark,
I don't know if you said what you had decided on for equipment. Since you said 
ADS-bout I am assuming that you are doing the ipad thing for in stuff. I have 
not done a check on the government web site for mine since coming home from Sun 
n fun last year. If i remember correctly the last leg home of a couple hours 
had something like a 20% error. I was thinking I might have to move one or more 
antennas around again but I think I need to do a couple more flights that are 
verified as probably 45min of the flight I checked were under 1000' agl and the 
signal would be in question anyway.
Joe

- Original Message -
From: "KRnet" 

Subject: Re: KR> ADS-B Out

I also worked on my ADS-b installation today, since the fly-in lunch was 
scrubbed.  I didn't make a bit of physical progress, but walked away 
with a half page of notes of best locations for the components, things 
that needed to be done (and how), and some homework for this week.  I'm 
hoping to get it all installed and tested next weekend.  I have a bad 
habit of flying through MOAs, over class B and C airspace, and over 
10,000', so it's a must if I don't want to spend a lot of time flying 
around stuff

Mark Langford
m...@n56ml.com
http://www.n56ml.com



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Re: KR> Odyssey PC680

[n357cj via KRnet]

Thanks again Jeff,
I am going to look into this battery. I went to fly last week and couldn't get 
a light and it went dead too quickly. I have a local Battery Warehouse 
motercycle battery that has enough crank for the corvair but the life is 
roughly 2 years. when they were $45 it didn't seem like a big deal to replace 
every 2 years but the last couple have been $85 or so. That starts to make it 
seem a little more economy friendly. Mine weighs about 6# but is a little 
larger 2 directions. The width which is my constraint is bigger by 1/2" than 
mine is now. That will push it into the intake runner. But with the other 
dimensions smaller it may leave room to move the battery box a bit. I have to 
mock it up tomorrow and either get another of the same or order a Earthx and do 
the mod's.
Thanks,
Joe Horton
- Original Message -

Cc: "Jeff Scott" 
Sent: Thursday, January 9, 2020 7:30:21 PM
Subject: Re: KR> Odyssey PC680

While it's an expensive alternative, the EarthX ETX680C is hard to beat once 
you get past the price.  5.9" long, 3.4" wide and 4.5" tall at a weight of 4# 
and provides nearly twice the cold cranking amps of the Odyssey.  It's hard to 
argue that trimming 10# off a KR is a bad thing.  And in my mind, there is 
little question that it is superior to the AGM batteries.  But the down side to 
this is that the battery lists at $379.  The one in my KR is coming up on 4 
years age and, so far, is still performing like new.  EarthX has done a good 
job of configuring this battery specifically for aviation use.

-Jeff Scott
Arkansas Ozarks


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Re: KR> Happy new year

[n357cj via KRnet]

Good Morning guys,
I don't know if everyone gets notification from Aircraft Spruce but a couple 
times a year they offer discounts. I received a New years notice yesterday and 
placed an order this morning and it allowed for a 5% discount on everything 
that I ordered.
The promo code I used was: 
ACSNY20

 A bit of an update on Dr. Deans project that had languished a bit this year. I 
have had a pretty darn good month since Thanksgiving. Left wing was completed, 
removed from the plane and now in the process of finish sanding. The fuselage 
was rolled around in the shop to position for the right wing build. The spars 
were installed with set up of the attach fittings. The ribs were installed on 
the root and tip. The fuel tank for the wing was fitted and at the welders for 
mods's. The push/pull for the aileron has been installed. The landing light is 
installed. Wing wiring is started. I started molding tip light lens.
    I also worked on checking the landing gear configuration. The gear legs and 
wheels had been installed when I got the project. The plane sits higher than 
most KR's as it is now. It actually looks pretty good like that but my new- age 
related issue is getting in and out of the cockpit. I have the canopy opening 
plenty big but that first step on to the wing in a tri-gear configuration is a 
bit to much. The other issue is the tires are just over 8'0" outside to outside 
which means it is a struggle to Jockey it thru my 8' garage door. So the 
solution I hope is to lower the plane by at least 2 to 3 inches and move the 
tires in by 2" on each side. I have a whole bunch of level and plumb reference 
lines on the gear legs now so it shouldn't be to much trouble. Then the last 
thing to complete for wing closing is the brake lines. All in all I should be 
glassing the right wing sometime this month.
   There a re a few recent pictures posted on the KR Facebook page if anyone 
doesn't know about it at  
https://www.facebook.com/search/top/?q=rand%20robinson%20kr%20type%20aircraft&epa
Happy New Year,
Joe Horton,

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Re: KR> fuselage dimensions

[n357cj via KRnet]

Sorry for the tag on again but I got back into my original thoughts on where 
and why this is important. I have been on this net for at least 20 years now 
and I can't even think of how many times lengthing has been discussed. So many 
times the answer was "add a bay". I really thought this is heading for trouble 
for someone someday. adding a 14" bay to the rear certainly changes the W&B. 
lacking a common reference point it just is unusable information. Ultimatly 
from the measurement exercise I would hope that safe flying examples are 
gleaned from the information. The next step would be to have actual W&B numbers 
for each... but yet that has it's own problem in that practically no one usees 
the same datum point on their plane. I know I used the spinner tip so I had all 
positive numbers to work with. In any case there is certainly examples in the 
archives somewhere that were well thought out with the W&B taken into account 
and in some very well documented cases additional length was added to the 
foreword bays from the main spar. If I get enough of these cases documented the 
information should become understandable and useable for many years to come.
Thanks guys
Joe Horton

- Original Message -

Subject: KR> fuselage dimensions

Hello Guys,
Below is a copy of a post I did in Feb of 2016 and again now because of the on 
going confusion of terms. I have about 12 sets of numbers form folks on the 
net. But as I had said in follow up messages that year I would like to have 
many more flying or not. I choose the foreward face of the main spar as a data 
point to make it easy to hold a tape measure to and should be no confusion as 
to where the comparison comes from. There are 2 lists started one for the KR2 
And one for the KR2S. not surprising from the dimensions I already have there 
was almost no one that had a "to the drawings dimension" not even my to the 
plans KR2s.
   I will gladly finish the chart if I could get another 8 or 10 guys to send 
dimensions.  I just don't have enough to make a true data point reference. I 
didn't rally talk to Mark L about it yet but he has the one performance page 
with a lot of information on it from a survey years ago and it seems that may 
be the right place to add this information.
Joe Horton, n357cj 
 

Copied from 2/2016
Hey guys,
After thinking a little bit more I see that this can still be real confusing to 
anyone reading any of this in the future. Here is what I propose
Anyone that can (flying plane or not) take a measurement from the front side of 
the main spar to the back side of the fire wall plywood and take a second 
measurement from the front side of the main spar to the point that the tape 
measure touches at the tail-post intersection at the rear floor position of the 
fuselage. Basically a center-line of the plane profile. This will give a full 
length as well as a break down foreword and aft of the main spar for multiple 
planes. It is also a location that should be accessible for almost every KR 
built.
 I guess it would help if with the dimensions I could know if it is a KR2, KR2 
modified, KR2S, KR2S modified
 E-mail them to me privately at n35...@ptd.net and I will make a chart up 
showing all the dimensions relative to each other and assign them to a N number 
for future references. Pretty sure Mark L. would link it to KR net for us.
The end result of this exercise I would hope to have real factual 
dimensions instead of the subjective add this to that or the other and it flies 
great. I also am still believing that we are all pretty close together with 
only a few out-layers in the statistics.
  I'll do both of mine tonight
Thanks for the help.
Joe Horton

-

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KR> fuselage dimensions

[n357cj via KRnet]

Hello Guys,
Below is a copy of a post I did in Feb of 2016 and again now because of the on 
going confusion of terms. I have about 12 sets of numbers form folks on the 
net. But as I had said in follow up messages that year I would like to have 
many more flying or not. I choose the foreward face of the main spar as a data 
point to make it easy to hold a tape measure to and should be no confusion as 
to where the comparison comes from. There are 2 lists started one for the KR2 
And one for the KR2S. not surprising from the dimensions I already have there 
was almost no one that had a "to the drawings dimension" not even my to the 
plans KR2s.
   I will gladly finish the chart if I could get another 8 or 10 guys to send 
dimensions.  I just don't have enough to make a true data point reference. I 
didn't rally talk to Mark L about it yet but he has the one performance page 
with a lot of information on it from a survey years ago and it seems that may 
be the right place to add this information.
Joe Horton, n357cj 
 

Copied from 2/2016
Hey guys,
After thinking a little bit more I see that this can still be real confusing to 
anyone reading any of this in the future. Here is what I propose
Anyone that can (flying plane or not) take a measurement from the front side of 
the main spar to the back side of the fire wall plywood and take a second 
measurement from the front side of the main spar to the point that the tape 
measure touches at the tail-post intersection at the rear floor position of the 
fuselage. Basically a center-line of the plane profile. This will give a full 
length as well as a break down foreword and aft of the main spar for multiple 
planes. It is also a location that should be accessible for almost every KR 
built.
 I guess it would help if with the dimensions I could know if it is a KR2, KR2 
modified, KR2S, KR2S modified
 E-mail them to me privately at n35...@ptd.net and I will make a chart up 
showing all the dimensions relative to each other and assign them to a N number 
for future references. Pretty sure Mark L. would link it to KR net for us.
The end result of this exercise I would hope to have real factual 
dimensions instead of the subjective add this to that or the other and it flies 
great. I also am still believing that we are all pretty close together with 
only a few out-layers in the statistics.
  I'll do both of mine tonight
Thanks for the help.
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "John Bouyea" 
Sent: Tuesday, October 15, 2019 7:35:56 PM
Subject: Re: KR> Alright guys, it's time.

So Flesner's airplane is about 8" longer than the KR2S design; do I have that 
right?
As a data point, I'm really enjoying flying Roy Marsh's N133RM just as it was 
built. It defined the "2S" dimension and has the flat "airfoil", 71 inch-wide 
tail feathers.
And like Langford reported about Jim Faughn's very-standard KR2 airplane, I 
believe Roy's airplane DOES fly substantially easier than the "standard" KR2 I 
had previously.
Not to say the KR2 is a bad design, but the KR2S is easier to pilot.
I know the "even more stretched" fuselage has a big following. 
SO can we have some other input from pilots operating the standard KR2S 
fuselage dimension for the sake of comparison please?
John Bouyea
N133RM KR-2S
OR81/ Hillsboro, OR

Subject: Re: KR> Alright guys, it's time.
My KR is stretched 24" over the standard KR2 and that's not too much, 
especially with mine having the standard KR2 tail feathers.
Larry Flesner


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Re: KR> Brian Kraut?

[n357cj via KRnet]

I see him on facebook pretty regular. you mightwant to search him there
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Larry Flesner" 
Sent: Friday, August 9, 2019 11:14:30 AM
Subject: KR> Brian Kraut?

Is Brian Kraut still on the net?  I tried contacting him a week ago via 
e-mail and got no response.

Larry Flesner


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Re: KR> KR Landing in Tacoma Washington

[n357cj via KRnet]

Well I guess I could help on this one... I have 3 that qualify
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Craig Williams" , "Mark Jones" 
Sent: Saturday, August 3, 2019 4:20:23 PM
Subject: Re: KR> KR Landing in Tacoma Washington

Maybe a forum at the gathering of all the folks that have had to put one of 
these down without power.  Call it "how to control your brick in a glide" 


> On August 3, 2019 at 3:09 PM Mark Jones via KRnet  
> wrote:
> 
> 
> Is bet he could give us a good hour talk on how he managed a successful 
> outcome in such a harsh landing environment. I’d be willing to bet that 
> keeping himself cool and collected played a major role in his dilemma. 
> 
> Mark Jones
> Oldsmar, Fl
> 
> N771MJ  “WunderBird”
> www.flykr2s.com
> flyk...@gmail.com
> 
> 
> 
> > On Aug 3, 2019, at 2:59 PM, Flesner via KRnet  wrote:
> > 
> > 
> > Has anyone contacted the pilot and invited him to the Gathering?
> > 
> > Larry Flesner
> > 
> > 
> > ___
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KR> 1000 hrs

[n357cj via KRnet]

Hey guys,
I finally got to and past the 1000 hours mark on N357CJ and her heart beat, the 
3100 cc corvair. My son and I took a trip down deep into Virginia yesterday to 
have lunch with Mark Lankford. Somewhere over the mountains maybe 50 miles west 
of Roanoke Va. the flight timer clicked from 999.9 hrs to 1000 hours. I has 
taken 13 1/2 years to get here. I have had a few issues over the years but the 
confidence in this plane/engine combo is unshaken. I really couldn't be happier 
with the choices I made back when I knew so much less about flying. I used to 
hear that the KR was not a great XC machine. The corvair was not near the 
development it is now. I took my chances anyway based on the bang for the buck 
theory. I have not been disappointed. simple math puts the plane at well over 
125,000 miles traveled. Just this spring with modest flying time I have 
traveled about 4000 miles. Over the years there are about 10 trips to Florida. 
5 to OSH, probably 5 to Mount Vernon, probably 10 Corvair colleges at a number 
of places, one trip to California and back, A bunch of fly inn's and the ever 
popular Sunday morning pancake breakfast just to make sure my wing loading 
stays high.
   I have talked to some guys over the years that started to fly and found 
themselves giving up because they didn't know what they would use it for and 
without purpose the cost became a burden. For me it is simple - I deserve my 
guilty pleasure...beyond the pleasure there are all the places I would not have 
seen, all the great people I would not have meet and become friends with, all 
the exceptional hospitality that I would not have experienced.

   Build on, Fly on, above all be safe,
Coming to an airport near you soon,
Joe Horton
N357CJ- 1003 hrs

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Re: KR> Speed, HP or drag reduction?

[n357cj via KRnet]

I know it is against the rules but this is a me too reply. I was never 
disappointed in the performance of N357CJ. Out of the gate I was getting 172 
mph at 2500' true airspeed at 3180 rpmr there about. Prop changes gap clean ups 
and a few minor things the first year yeilded 178 mph true. over the next 8 
years or so I manged to improve to 182 mph true. I thought that i had hit a 
wall and did not work very much at anymore clean up. 2 years ago I pulled the 
engine to get to the oil leak i had and tore down to refresh, I tuned up 
refinished the prop added plenums and did a real fair tune up and carb set up. 
Faired a few more things and details and ran speed tests last spring on a very 
close to standard day. I was acctually very surprised (and satisfied) I was 
able to repeatedly acheive 191 to 195 true mph at 2500'and rpm had increased to 
3360. So granted RPM accounts for some increase but so does a bunch of 
incrmental increases in efficiency.
Currently I am in a slow restoration of the body work on the plane and 
likely to repaint next winter. Maybe a little better then or maybe not Im still 
happy as can be with my KR. The potential is high if the work is put into it.
My trip to SNF last week while a bit on the stressful side was well over 
2000 miles round trip, an average of 4.5 gl/hr, roughly 160 mph true mostly at 
2950 rpm. Climbs to 14,000 and long cruze at 13,500. total of about 13. hours.
Build them and fly the crap outta them
Joe Horton   

 

- Original Message -

Subject: Re: KR> Speed, HP or drag reduction?

Mike's answer here is the first to really hint at the solution for speed.  
Horsepower is great for climb, but if you want to go fast, work on drag 
reduction.  If you want to go even faster, work on weight reduction. 

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Re: KR> RPM source for use with Dynon Skyview

[n357cj via KRnet]

HI Pete/Jeff,
   I was not going to post to this thread but here I am. I have my EIS wired  
as noted from the negative of the coils (daul). i have a small toggle swithch 
right next to the tach on the panel when I switch ignitions I have to switch 
the signal to the EIS also to have a reading. I wired it this way as it was the 
most common way when I was growing up working on cars. I understood as Jeff has 
re-confirmed that it is basicly the way a mag works also. The disclaimer is 
that William Wynn strongly (my word) urges a alternate method, usually a tooth 
counter, to drive the tach. Granted this would elminate my need for the swich 
on the panel. The caution that I undersatand is the possibility/fear of a short 
in the wire from the tach or the instrument that takes the coil out and there 
by stopping the fan up front. Just because it hasn't happened does it mean it 
won't. So decide fro yourselves the best method.
Joe Horton,
N357CJ


- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Jeff Scott" 
Sent: Sunday, March 24, 2019 10:11:25 AM
Subject: Re: KR> RPM source for use with Dynon Skyview

It occurred to me last night while I was working through some wiring diagrams 
for an ignition problem that I put an error in this advice to Pete.  It is 
always the - (ground) side of the ignition coil that is switched, so it is the 
- side of the ignition coil that would be used as a tach signal and the 
equivalent of the "P-lead" from a magneto as a source for wiring the tach 
signal.  I'm surprised about a half a dozen of the scholars here didn't correct 
me.

-Jeff Scott

-

> Pete,
> 
> I've not wired a Dynon, but in your case, I would assume the + side of an 
> ignition coil to be the equivalent of the P-lead on a magneto. The voltage on 
> the primary side of your coil may be a bit lower than the voltage on a 
> P-lead, but I would use a 30 kΩ "pull up" resistor the same as instructed to 
> connect a "P-lead" and go from there using the same instructions as outlined 
> for connecting to a "P-lead", then configure for a 6 cyl engine.  The pulse 
> count should be the same as any 6 cyl Continental or Lycoming firing from a 
> magneto.
> 
> -Jeff Scott
-

>

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Re: KR> registration renewal

[n357cj via KRnet]

I am going to send a note to AOPA and EAA about the spoofing of the renewal 
site as well as mention it at our local flying club meeting.
Thanks again
Joe horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "n357cj" 
Sent: Sunday, March 17, 2019 10:47:36 AM
Subject: Re: KR> registration renewal

Yep,
You guys nailed it. I just rechecked it and it is called nationl registry or 
something of that sort. I will do a more carefull job of locating the site and 
really a reminder of all the scams that spoof all the normal things you might 
use.
Thasnks again,
Joe

- Original Message -

As Robert Dunlevy stated, it's a company that will handle the registration for 
you, but charges you $60 and isn't any easier than just going to the FAA site 
to do it.  As much as anything, it's a scam.

-Jeff Scott
-

> Sent: Sunday, March 17, 2019 at 8:06 AM

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Re: KR> registration renewal

[n357cj via KRnet]

Yep,
You guys nailed it. I just rechecked it and it is called nationl registry or 
something of that sort. I will do a more carefull job of locating the site and 
really a reminder of all the scams that spoof all the normal things you might 
use.
Thasnks again,
Joe

- Original Message -

As Robert Dunlevy stated, it's a company that will handle the registration for 
you, but charges you $60 and isn't any easier than just going to the FAA site 
to do it.  As much as anything, it's a scam.

-Jeff Scott
-

> Sent: Sunday, March 17, 2019 at 8:06 AM

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KR> registration renewal

[n357cj via KRnet]

HEy Guys,
Has anyone gone on line to renew regisration lately. I went on line this 
morning to renew for N357CJ and when I got to the bottom the fee was $65 
instead of the $5 shown on the renew letter that I got in the mail a couple 
weeks ago. I did not see any explanation for the cost anywhere.
Thanks,
Joe Horton

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Re: KR> Elevator and rudder cable tension

[n357cj via KRnet]

Hey Pete,
When i was finishing up I actually bought a cable tension tool. There is just a 
bit  to much give in systems at least with pullys and aluminum brackets to use 
the tension gage. I ended up just making it as tight as I could with out 
causing any undo distortion on any bracket or pulley. I call it the tang test. 
The cables should give a low resonance. I have not retensioned anything in  a 
1000 hours. I do check pretty often just to reassure myself.
Joe Horton, 
N357Cj
- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Pete Klapp" 
Sent: Sunday, February 24, 2019 6:44:39 PM
Subject: KR> Elevator and rudder cable tension

Netters
Any thoughts on cable tension? All cables both elevator and rudder are straight 
pulls, no pulleys in the systems.
Any information gladly appreciated, thanks in advance.
Pete Klapp, N729PK
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Re: KR> Aeropoxy

[n357cj via KRnet]

Mark,
I was having this happen too, but I have not had much issue lately and I have 
done a couple gallons this past few months. The one thing that I have been 
doing different is I mix about 15 seconds then I put the cup in a microwave for 
up to 10 seconds depending on the batch size (4 sec. for 25 ML) (10 sec. for 
127ml)Then continue the mixing for the right amount of time. I don't recall any 
tack after about 24 to 36 hours. I agree with Rob, I like West better, sets 
faster, no tack, and sandable the same day sometimes. It also sets to fast for 
having good batch to batch continuity sometimes. The aeropoxy has a good set 
time to do large lay ups without a cold joint happening.
   Just try warming a a couple batches and see if it helps. I keep my shop at 
about 65 and doing ok
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Robert7721" , "Mark Jones" 
Sent: Monday, February 11, 2019 12:13:08 PM
Subject: Re: KR> Aeropoxy

I do remember this happened regularly with Aeropoxy during my wing
construction. It eventually lost it's tackiness, but it sure was annoying. 

I have pretty much switched to West Systems since and haven't had any issues
with it. 

Rob Schmitt
N1852Z





-Original Message-
From: KRnet  On Behalf Of John Bouyea via
KRnet
Sent: Monday, February 11, 2019 10:24 AM
To: 'KRnet' 
Cc: John Bouyea ; 'Mark Jones' 
Subject: Re: KR> Aeropoxy

I've used both fresh & stale AeroPoxy 2032 w/ 3660 hardner and only
experienced what you describe when either temp or humidity aren't optimal.

Is it cold or humid? You may want to try a heat lamp to get rid of the
tackiness. 
Allie Palmer

> On Feb 11, 2019, at 11:10, Mark Jones via KRnet 
wrote:
> I am using Aeropoxy to lay up my glass. After I laid up the bottom of the
left stub wing and stabilizer the lay up remains tacky even after a week of
curing. The lay up has dried hard but just has this tackiness to the
surface. Any suggestions to remove the tackiness? And yes I am weighing the
mix according to instructions of 100/27 by weight or 3/1 volume.  
> Mark Jones


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KR> wing progress

[n357cj via KRnet]

Hey guys,
Just a little progress. Bottom of Left wing is filled, sanded and ready to 
prime. We re installed the wing to the plane this morning. laid out the aileron 
and cut it loose. Trimmed it up and about ready for the 1/4" spars to fit. 
Anyone building the AS50 series, - I didn't think to check this item but the 
1/4" mini spars for the aileron's need to be a good 2 1/2" wide not the 2" that 
is supplied with the kit wood.
    Shop tip for anyone knee deep in dust. When I built the first plane I came 
across a used bathroom exhaust fan. I wrapped the four sides and the bottom 
with 16" square pleated furnace filters. cut out the circle where the exhaust 
hole came out through the filter. Mounted the whole thing to the ceiling in the 
center of my shop with a pigtail cord to plug in when I need it. It really does 
work pretty dang good -especially when it is cold out and can't open the doors. 
I used it for painting the primer coats also but I rigged a exhaust so it 
didn't stir the dust up too, just cleaned the air and sent it outside.
Joe Horton,
N357CJ
    


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KR> progress

[n357cj via KRnet]

Hey Guys,
I don't work as steady as I would like on the Dr. Dean air frame but made a 
good day today. I got the bottom side of the left wing glassed. So this week I 
should be able to remount it to the air frame and cut out th aileron. That will 
let me finish controls up on the left side and then move to the right. I wish I 
had the energy I had when I started the first plane when I was 38...
Joe Horton
N357CJ 

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KR> Jeff Scott

[n357cj via KRnet]

Hey Jeff, Thank you for the 4 x 6 glossy postcard that I received in the mail 
today. Where was this taken?
There is a sonex and a lancair parked with you.
Joe Horton

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KR> oil cooler

[n357cj via KRnet]

Merry Christmas Guys,
    There is quite a discussion going on about the oil coolers. There is always 
more than one way. If it is proof of operations that is needed then I should be 
able to suggest even another alternate. Williams set up is well proven and 
engineered. My alternate pre-dates Williams manufactured systems (2001). I did 
not know if it would prove to operate correctly when I built it. At 975 hours I 
think that I can safely say that mine does. I have the stock folded fin oil 
cooler mounted in a somewhat skewed position in front of the right (passenger 
side) cylinder. This is directly in the airflow that comes in the right front 
of the cowl. It is plumbed with all aircraft fittings and hose. It also has a 
tee in the line that feeds directly to the 5th bearing from the oil cooler 
(which has been good for well over 700 hours).
    The only issues I have had with the oil cooler are these: At about 35 hours 
during the testing phase the first stock oil cooler developed a leak and 
failed. I cleaned another one up and re installed which has been in place for 
over 950 hrs. The other is operational that it is too cold. During the winter I 
have to cover over half of the oil cooler front area to keep get the 
temperature up into the 180's. In the summer in anything but the highest climb 
and ambient heat the temps are always under 205. IT does take a bit of cylinder 
head temperature management. It does block some of the cooling air that would 
go to the right cylinder bank. Winter has no issue but on long climbs the right 
bank needs some more air in the summer. All I have to do is lower the nose for 
a minute,I can still be climbing just not at 1000/min.
    William has encouraged me to change it out a number of times, but I have 
wanted to test it as long as I can. Had the sandwich been available  likely 
would have used it. I am in no way telling anyone to copy mine. There are other 
ways that safety is not compromised.
Have a great holiday,
Joe Horton, 
N357CJ-flying
Dr. Dean's KR2S-- 40% 



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KR> some progress

[n357cj via KRnet]

Hey Guys, Merry Christmas,
I have gotten restarted on the Dr. Dean project. The past couple weeks I 
was able to complete sanding and  glassing the top of the left wing. The wing 
fuel cap lid was fabricated and installed. We cut the wing loose and turned it 
over. Got it all jigged up and the trailing edge is epoxy/floxed. Should be 
ready to glass the bottom side over the holidays. Then on to the the right 
side. 
I had a little side issue with N357CJ that took a bit of researching. The 
ADSB had quit sometime this fall. The end of the story is the WIFI transmitter 
in the skyguard twx went bad. Thanks to Don at Skyguard for helping resolve it 
and apparently the repair at no charge as i did not see any invoice.  

 
Merry Building and Happy sanding folks,
Joe Horton,
N357Cj

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Re: KR> New Member: Sam Spanovich, N6399U

[n357cj via KRnet]

Sam,
   Congrats on aquiring the plane from Kenny. I knew he had it up for sale off 
and on but I did not know that someone had purchased it. I only live about 20 
minutes for Kenny and we had gotten together every so often over the past 14 
years. You have a very nice VFR plane and Kenny took very good care of it. It 
should please you for many years. All my best.
Joe Horton, 
N357CJ



Now for the good stuff:  N6399U KR2S: Built with much attention to detail
and fantastic quality by Kenneth Wiltrout in the mid 1990s.  It has the
Revmaster 2100D engine (65 HP versiion), Culver 54"x 48" propeller, and
cruises about 105-110 knots (usually around 107ish).  Steam gauges
throughout.  Empty Weight of 640 lbs.  VFR Day only, but I am in the
process of adding NAV/STROBE lights to fly at night (if anybody has
recommendations, please let me know).


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Re: KR> winds aloft on Thursday

[n357cj via KRnet]

I have not even thought about winds aloft. My forecast is for fog til 11 and 
low clouds and showers. Friday isn't much better.
I hope they are wrong...
joe Horton



For those flying in to the Gathering tomorrow, here is the forecast for 
winds at 4500 / 5000 feet.  Just mouse over an area to get the speed.



https://www.ventusky.com/?p=32.4;-95.2;3&l=wind-850hpa&t=20180913/14

from www.ventusky.com

Larry Flesner

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Re: KR> Oxygen

[n357cj via KRnet]

Hey Guys,
   Just to let folks know --- At SNF back in maybe 2006 I talked to the AEROX 
owner. All his stuff was just to big for KR kind of baggage. He said he 
understood and would look into it. I think in 2007 I stopped by his booth At 
OSH. I asked if he remembered me and he did and pulled a bottle kit from under 
his table that was exactly what I had been looking for. It was a small alum. 
bottle with all the attachments for 2 people,hoses, regulator, one canal and 
one mask. I bought the kit on the spot and I think Mark L. bought it right 
there also. Since then I have done a bit of checking and found there is no 
difference between med O2 and the bottles from the welding supply except the 
paper trail. Aero-Ox also has a adapter available that I purchased at OSH a few 
years ago to fill yourself from a standard OX bottle. As a construction company 
we have several ox bottles around all the time. So this works great for me. The 
bottle last me about 8 hours total when set to feed at 12500 feet. He does have 
a smaller version now also i believe. The kits may be a bit pricey for some 
folks but I prefer to think that my life is worth it. 
   As a side story I became convinced that i needed the O2 in the plane all the 
time when I was coming back from OSH one year at 13500 and while having the 
proverbial perfect flight and doing routine cockpit things I turned the master 
switch off and things got really quite for the second it took to flip it back 
on. I live to fly again because I choose to.
May all your decisions be the right ones,
Joe Horton,
N357CJ


- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Larry Flesner" 
Sent: Thursday, July 5, 2018 7:25:17 PM
Subject: Re: KR> Oxygen

On 7/5/2018 12:16 PM, Mike Stirewalt via KRnet wrote:
> For just putzing around to find out ones service ceiling we can all get
> by without oxygen.  Everest has been climbed, after all, without oxygen.

+

And many get "mountain sickness" and have to acclimate to altitude and 
some have died at very high levels.

I'd recommend not approaching the subject with too cavalier an attitude 
until you know how altitude affects you personally.  Each of us are like 
our KRs, every one is different.  Do you have other health issues, are 
you a smoker, do you take medication, what's your age, and the many 
other variables that could affect you at lower oxygen levels.  Don't 
just hop in your kr, climb to 12,501feet for 29 minutes to see if you 
need oxygen.  You might miss the Gathering.

Larry Flesner


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Re: KR> MILEAGE

[n357cj via KRnet]

Well ... Trick question...full of landmines.. Idle is and was in the 900 degree 
range, Full throttle, full rich averaged about 1180 to 1250, Stablized in cruze 
at altitude and 75% power i shot for 1330 deg and the low was maybe 1280 and 
the high was approaching 1400. After the tornado the temps were 1310 to 1335 in 
the cruze condition noted previously. The past year I have changed some of my 
carb and timing settings and Currently look at about 1400 deg and the span is 
not quit as good drifting to about 40 degree sapns between all 6 cylinders.
Joe Horton


- Original Message -
F
Subject: Re: KR> MILEAGE

What were your temps prior to implementing the tornado solution?


On Mon, Jul 2, 2018 at 3:39 PM n357cj via KRnet  wrote:
>
> Hey guys,
I put the tornado in  I have temp sensors on all. It mixed the feul
well enough that I could get to and maintain exhaust temps
differential of less than 30 degrees.


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Re: KR> MILEAGE

[n357cj via KRnet]

http://hydrogenpros.com/tornado

   This is the web page that has the size information and priceing. They look 
like they are about half the price I paid 15 years ago. I also remember being 
able to order in metric not just fractional. All I worry about is having 
something come loose in the intake and causeing a failure. The one that I 
installed is interfernence fit and rock solid. I personelly don't trustt some 
of my work that I would build a vain for the intake and install. I have build 
mixing veins for pool filter/heaters when I worked in R&D for a national pool 
company.
I don't know what results there may be for a VW - all my experience is on the 
corvair
Joe Horton,
N357CJ

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Rllanning" 
Sent: Monday, July 2, 2018 8:27:51 PM
Subject: Re: KR> MILEAGE

Joe where can I bye one of the tornado,s for my KR-2

Sent from my iPad

> On Jul 2, 2018, at 3:38 PM, n357cj via KRnet  wrote:
> 
> Hey guys,
> Just an opinon with 1000 hrs experience but I put the tornado in soon after I 
> started flying N357CJ because I had  unequal cylinder head and exhaust temps. 
> I have temp sensors on all. It mixed the feul well enough that I could get to 
> and maintain exhaust temps differential of less than 30 degrees. The one 
> thing that i believe is that the instructions for a car tell you to install 
> before the carb. That did not make sense for the intake system that I have 
> with the slide carb. It  needs the distribution swriled after the carb. I 
> installed it directly behind the carb so it was well mixed before the vapors 
> hit the tee that feeds each head. Further more with leaning the milage for my 
> plane has been pretty consitant at about 35 mpg.
> 
> - Original Message -
> From: "KRnet" 
> To: "KRnet" 
> Cc: "ol' weirdo" 
> Sent: Monday, July 2, 2018 1:04:37 PM
> Subject: KR> MILEAGE
> 
> Remember a guy trying to sell me one of those mix-it-more things 60 years
> ago.
> Don't seem to have caught on.
> 
> To be serious, anyone running fuel injection on his 0-200?
> 
> Bill Weir
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Re: KR> MILEAGE

[n357cj via KRnet]

Hey guys,
Just an opinon with 1000 hrs experience but I put the tornado in soon after I 
started flying N357CJ because I had  unequal cylinder head and exhaust temps. I 
have temp sensors on all. It mixed the feul well enough that I could get to and 
maintain exhaust temps differential of less than 30 degrees. The one thing that 
i believe is that the instructions for a car tell you to install before the 
carb. That did not make sense for the intake system that I have with the slide 
carb. It  needs the distribution swriled after the carb. I installed it 
directly behind the carb so it was well mixed before the vapors hit the tee 
that feeds each head. Further more with leaning the milage for my plane has 
been pretty consitant at about 35 mpg.

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "ol' weirdo" 
Sent: Monday, July 2, 2018 1:04:37 PM
Subject: KR> MILEAGE

Remember a guy trying to sell me one of those mix-it-more things 60 years
ago.
Don't seem to have caught on.

To be serious, anyone running fuel injection on his 0-200?

Bill Weir
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Re: KR> Nose gear weight

[n357cj via KRnet]

Paul
I have to check my weight and balance sheet but I think it was smething like 
112# and if I remember corectly Jonsey had about 120#. So you don't get to 
excited about being something different. The weight on the nose will have 
realativity to the overall weight of the plane. For instance my total weight 
was 726# with 112# on the nose. jonsey's might have been 760#(?) with a portion 
of that difference going to the nose wheel. These 2 examples also are with 
corvairs for argument sake.
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Ppaulvsk" 
Sent: Friday, June 15, 2018 1:03:07 PM
Subject: KR> Nose gear weight

On KR-2S' tri year's.  Does anyone recall the weight of their nose gear when 
they did their weight and balance?  I'm putting a Corvair in my plane and was 
just curious with the talk of the landing gear and Steve talking about the nose 
falling on Landing.  


Paul ViskBelleville Il.618-406-4705
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Re: KR> Sun n Fun

[n357cj via KRnet]

Sorry Mark, I chickened out for the weather that would be a race for home
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "mark jones" 
Sent: Friday, April 13, 2018 10:50:49 AM
Subject: KR> Sun n Fun

Are any of you KR heads here today?

Mark Jones
Oldsmar, Fl
www.flykr2s.com
flyk...@gmail.com

Sent from my iPhone 7

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Re: KR> Projects for sale?

[n357cj via KRnet]

Hey Mark, that is wonderful to hear. sorry you couldn't have decided that 3 
years ago and I wouldn't have a project now. I am sure that you will find 
something, There have been a couple in the past year that looked really good 
and i know that you know what to look for. The Dr. Dean is actually coming 
along steady ( i just am not treating it like a job). I was out last night 
doing a bit of tinkering and after I was done I realized that the left wing and 
root are ready to foam a glass.  It is acctually amazing that just some steady 
progress and all of a sudden there is a big turn that makes it all seem 
possiable. I will keep an eye out for you.
Joe 

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "mark jones" 
Sent: Saturday, March 24, 2018 11:46:31 AM
Subject: Re: KR> Projects for sale?

That's simple. I would put in surround sound with an audio video screen. I
would install air conditioning. A wet bar. Reclining seat backs with a
canopy and deck that raises like a VW camper so I can camp in it and not
have to get a hotel room anymore. Oh yea, a relief system for those long
flights. Seriously though, I am considering making it a single seater with
all the comforts of home.

Mark Jones
Oldsmar, FL
flyk...@gmail.com

On Fri, Mar 23, 2018 at 7:52 PM, Flesner via KRnet 
wrote:

> I am in the mood to build another KR. Now that
>
>> Mark Jones
>>
> +
>
> Great!  What would you do different this time?
>
> Larry Flesner
>
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Re: KR> Tippin’s KR2S

[n357cj via KRnet]

Adam, 
The pictures likely have to be downsized. I forget how much but I am pretty 
sure it is listed on the KR net rules page.
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Adam" 
Sent: Monday, March 12, 2018 11:26:45 AM
Subject: Re: KR>Tippin’s KR2S

Adam Tippin
A&P KR2S builder

> On Mar 12, 2018, at 9:30 AM, Robert Russell via KRnet  
> wrote:
> 
> No pictures showed up .
> 
> - Original Message -
> From: "Adam via KRnet" 
> To: "KRnet" 
> Cc: "Adam" 
> Sent: Monday, March 12, 2018 6:38:02 AM
> Subject: KR> Tippin’s KR2S
> 
> I have been working on my build and these are my latest pictures of my push 
> rod conversion. 
> This setup will cover my ailerons and elevator. 
> Rudder will stay cable style. 
> 
> 
> 
> 
> 
> 
> Adam Tippin
> A&P KR2S builder
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KR> sometimes so obvious ...isn't

[n357cj via KRnet]

Hi Guys,
Last Memorial Day I removed my corvair from N357Cj with about 925 hours on it. 
The reason was that I have had an oil leak for years that wasn't terrible as a 
total loss of oil. Just about a quart every 15 hours. I knew what it was... a 
crack in the block in front of #5. last winter it got a bit worse and I had a 
new block ready and a bunch of new stuff ready to go. Should have been short 
work of a few weeks. I had it on and off the plane several times with an array 
of different issues. I flew several times and even felt good enough about it to 
take a trip to west of DC in December to visit my Son. It still just did  not 
seem quit right. I started checking and going over every little thing that I 
could while putting on about 10 hours of time. I checked valve adjustments, 
Timing, wires, compression, intakes for leaks, pulled the carb and cleaned it 
(again). I started fooling with mixture on the aerocarb which i have not 
adjusted literally in years. I pulled the needle and started fooling with the 
profile. Sometimes i would take a flight, a lot of the time I did ground runs. 
Some times it seemed to run fine and smooth and then start it up again and it 
would be rough and backfire. By the EIS it looked like the #4 was not acting 
right all the time. I replaced the wire, checked the cap again, checked 
compression again. Mark L. suggested that I swap plugs just for laughs since 
they were all brand new. Instead of swapping i just grabbed another new one and 
gaped it and installed it. I jumped in and gave her a start up. It was 
incredible. She fired up fast and just sat there purring away. The acceleration 
was great with no  back talk at all. I did adjust the carb a bit but less than 
a quarter turn just to richen it up a bit for the cold dense air we have yet. 
   Sometimes it can just be a feeling that things are not all they should be. 
It was running good enough to fly but I just couldn't let it go...something 
bothered me about the set up and it did eventually get worse. But how simple 
the problem was just plain escaped me for weeks. So obvious and yet so elusive.
Joe Horton, 
N357CJ
Back in the saddle

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Re: KR> Instrument Panel KR2S

[n357cj via KRnet]

Sorry Guys, That last one was to go private- Joe Horton

- Original Message -
From: "n357cj" 
To: "KRnet" 



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Re: KR> Instrument Panel KR2S

[n357cj via KRnet]

Wow, you must have time on your hands today...writing a short novel. How did 
you make out with the swift firewall?
I ordered a new needle today. They are not made from brass anymore and a few 
more things I learned from their web page. They also don't offer the 38mm carb 
anymore.
J

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mark Langford" 
Sent: Monday, February 12, 2018 2:16:17 PM
Subject: Re: KR> Instrument Panel KR2S

I should've included a link to my first N56ML panel, which is at
http://www.n56ml.com/kpanel.html .  I didn't emphasize the utility of
the bottom shelf, but my next panel will probably have a 6" shelf on the
bottom for all that extra stuff.  Really, 062" aluminum is thicker than
it needs to beI'll go for .040" on the next one

Mark Langford, Harvest, AL
ML "at" N56ML.com
www.N56ML.com



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KR> data logger

[n357cj via KRnet]

Hey Guys,
   A year or two ago we had a discussion about inexpensive data loggers to 
record from the stream out of EIS units. I have been working with the Arduino 
as a inexpensive solution and I remember someone else talking about that unit. 
Has anyone actually gotten the information to a card and successfully 
transferred to the computer and able to read in the format intended. So far we 
are recording data to a card which is binary information. We can see the 
repetition of information but it is not translated into usable information by 
the laptop. My son has found a few things in the Arduion that needed fixing and 
is writing a program to translate it to the excel file with all the labels. One 
issue he mentioned yesterday is that the header that the information from Grand 
Rapids says is there does not seem to exist in the stream of information. He 
said he can solve this with offsets but it will apparently take a bit of trail 
and error also. 
  If it seems that I have miss represented anything here it is because I have 
no idea what I am talking about, but I'm trying...
Joe Horton,
N357CJ

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Re: KR> KR in Sport Aviation

[n357cj via KRnet]

I saw Don several years ago at a Virginia airshow and he still had it stored in 
a barn somewhere near and wanted to get back to it. I think there was some 
personel issues that was taking a longer time frame than he would have liked 
keeping him away.
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "wayne w delisle sr" 
Sent: Friday, February 9, 2018 2:03:03 PM
Subject: Re: KR> KR in Sport Aviation

That's Don Reid's website.

http://aerofoilengineering.com/KR/bio.htm

I wonder what happened to his KR2-KL ?



> KR> KR in Sport Aviation
> Mark Jones flykr2s at brighthouse.com 
> Thu Feb 8 12:15:29 EST 2018
> Previous message (by thread): KR> prop extension correction

> I just ran across this link and thought those of you who have not seen these 
> may enjoy reading them.
> http://aerofoilengineering.com/KR/sportaviation/kr_SA.htm
> 
> Mark Jones 
> Oldsmar, FL
> 
> E-mail: flykr2s at gmail.com
> Web: www.flykr2s.com


---
This email has been checked for viruses by AVG.
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KR> fuel flow sensor

[n357cj via KRnet]

Hey guys,
The fuel flow sensor is not all doom and glume... I installed the fuel scan 
from Grand Rapids over 10 years ago and it has preformed flawlessly. I have it 
set to be one tenth of a gallon per hour under actual in case I am pushing my 
luck. I know the first time I flew to Mount Veron nonstop I would not have done 
it with out the flow meter. I was able to adjust altitude, speed/RPM to match a 
flow that extended my flight duration. I would have never even tried it. Now I 
have done it nonstop several times with reserve to spare. So there is an up 
side to having the information. I actually have the flow as part of my main 
screen and track it for optimum fight all the time.
Joe Horton
N357CJ
-

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Re: KR> Engine Rebuild Completed

[n357cj via KRnet]

I had my case welded inside and out when it was first discovered  back in about 
'08. It lasted for a couple years, but eventually mirrored back through the 
welded area. I did the JB weld inside and out over and over with very short 
lived success'. I actually sent a case with Roy (3100 cc needs machine work) 
back in '11 and he had it ready for me in Spring of '12. I did not get out to 
pick it up until spring of '16 and started planning the rebuild at that time. 
It took the oil pressure drop to put my head in the game and geterr done...
   So the short answer would be if you are lucky enough to get  a crack in your 
block, just tackle it right away. It really is not going to majiclly heal it's 
self.
Joe Horton
N357CJ ... building hours again

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: laser...@juno.com
Sent: Monday, November 27, 2017 2:55:00 PM
Subject: KR> Engine Rebuild Completed

Won't JB Weld seal a small crack in a case?

I haven't had to do it - haven't had any cracks - but JB seems to work
for everything that involves minor metal fixes?

  


The Unusual Link Between Alzheimer's and Coconut Oil (Watch)
Memory Repair Protocol
http://thirdpartyoffers.juno.com/TGL3141/5a1c6de4da0546de4097cst03vuc

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KR> engine rebuild completed (finally)

[n357cj via KRnet]

Hey Guys,
   Back near the end of May I decided to pull the engine for an overhaul for a 
couple reasons. For more years than I can remember I have had a oil leak which 
I knew was from a crack in the block. While this may sound very on safe it 
never became a structural issue but only caused me a large amount of cleaning 
and adding a quart every10 to 12 hours of operation. This past winter it became 
apparent that the leaking was increasing to the point that it became a real 
irritant. The thing that made the deciding factor was during a afternoon flight 
I noticed a drop in oil pressure while nearly a hour from home. I never lost 
pressure but the lowered pressure was a another cause for concern. I always 
felt that an accident is a build up of 3 mistakes and I had 2 already.
   I had a block preped by Roy a few years ago and I had a store pile of parts 
so I figured a several week turn around and be right back at it. Well,  that 
didn't work out so well. Through a number of comedy of errors (not really 
funny) and 4 separate tear downs and test runs and even a couple test flights, 
I finally have everything running great again. The first big deal was I knocked 
the block off the work bench  when it was short block assembled. From there i 
convinced myself that it had distorted the block and it was trashed. MArk 
Lankford came to the rescue by sending me his 3100cc block. I built that all 
the way up and mounted it to the plane. I knew that it was very tight build. It 
proved to be to tight with high oil temps and scorching a bearing that was 
tight. So back off the plane and tear down again. I tore the high volume oil 
pump apart again and looked the gears over again. There was no sign of wear at 
all but using a magnifying glass I noticed that there were some circular scores 
just above the drive gear. The drive gear is a pressure fit to the shaft. It 
appears that the gear when up to temps became loose on the shaft and would slip 
some. I replaced the drive gear and hoped I had this resolved.
   Over this period of time I re-evaluated the case that I had dropped from the 
work bench. Other than a dent in one corner of the casting I could not find any 
misalignment or damage at all. I re-installed 2 different cranks and cams to 
torque and found that the cranks run perfectly true and free. So I took 
everything back off Mark's case and started to rebuild mine again. At least 
Mark's is all cleaned, painted and ready for him to start his rebuild.
   I built this one up again and mounted it to the plane again. This time it 
seemed to go together OK. A couple more weeks  altogether and mounted it back 
up to the plane again. It started up OK and timing was checked. Something 
bothering me...It didn't sound quit the same. I did a test flight of about 20 
minutes around the pattern and it still bothered me. I had one head temp that 
was a bit high. But worse yet I had oil all over things again... That just 
isn't going to due again. I cleaned the engine all up again and put the dye in 
the oil that ultraviolet light shows. I ran the engine on the ground up to 
temps for about 15 or 20 minutes. 
   My son and I pulled the engine again, took it home back on the bench and 
search out the oil leaks with a black light in the dark. To my surprise none of 
the leaking was coming from where I thought it was. I only had one O ring on 
one push rod tube that was leaking a bit. All the rest was coming from the 
edges of the top cover. Well at least it was an easy fix for that part. The 
noise that was troubling me was the next thing. I just had an uneasy feeling 
about the valve adjustments. When I pulled the cover on the right side I found 
the middle rockers loose on the push rods. I had miss adjusted a least one set 
somehow (inept or incompetent come to mind) I did not even bother checking any 
others. I pulled both heads off, push rod tubes pulled out the lifters. I took 
each lifter apart in order and drained them and replaced them in order. 
Reassembled the right and then the left sides with all new O rings again. I 
carefully adjusted the lifters in order and repeated to verify. 
   The oil with the dye was left in the oil pan just in case I discovered 
leaking again when it was back on the plane. The engine went back on again 
yesterday. Everything went well which made the process feel better. Nothing 
seemed to be nagging me this time. I finaled everything out this morning and 
with my son at the throttle we checked the timing again. The engine fired right 
up with just a couple cranks and ran very smooth. Nothing bothering me this 
time... sounds great and seemed like it had great power. After a few minutes of 
running and warmed up there was no obvious oil leaks either. 
   I got everything all cleaned and back under cowl. Started her up again and 
did a bit of taxi. Really acting great now and very good power. I decided that 
the only way to really find out was to fly. The take off was good with all 
tem

KR> one piece wing

[n357cj via KRnet]

While the comments so far are valid I am not sure if you are suggesting that 
the spar be built as a one piece spar or are you suggesting that the glass be 
completed over the spar connections as shown on the plans??? If you are 
planning on building the spars to the plans then by all means you can glass it 
over and finish as one piece wings. I did just that for fit and finish reasons 
and then cut it off.. This would never preclude that the wing could not be cut 
and disassembled at a later date for what ever reason might come up ( off field 
landing or simply having to transport home again). The only issue remaining at 
that point is inspection of the bolted connection which can be achieved by an 
access panel on the bottom of the wing at each of the connection locations.
Joe Horton,
N357CJ

- Original Message -
From: "KRnet" 
To: "Samuel Ajayi" , "KRnet" 


As far as I can see the issues with a one piece wing are all about
logistics.  During construction, instead of the fuselage being the longest
item it'll be the wing, with implications for the space needed to complete
the build.  If you're not building at an airport (specifically the airport
from which you'll conduct the first flight) the challenges of getting it to
the airport are obvious.  But the biggest one for me is the challenge of
recovery if you have to put it down in a cornfield somewhere.  If that
happens you'll have the added headaches of time pressure and perhaps being
a long way from home with little local support - bad enough if the aircraft
can be made to fit in the back of a Uhaul (as most KRs can) by simply
removing the outer wing panels, but a nightmare if you have to somehow lift
the fuselage off the wing and then wrangle the bits onto a trailer in who
knows what sort of conditions.  To my mind these issues completely nullify
any advantage a one piece wing might offer.

Cheers,

Tony

On 13 November 2017 at 12:45, Samuel Ajayi via KRnet 
wrote:

> Hi All,
> Who is the gentleman with a KR that has a Lycoming O-235 engine. Curious
> about performance and drawback with this installation. Also, does anyone
> have sage advice on the single wing design? I understand the issue of
> transportation but curious about other possible drawbacks.
>
> Thanks
>
> --

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Re: KR> Rounded fuselage corners

[n357cj via KRnet]

Noel,
I have not flown Dr. Dean's, But I am the person finishing that very plane 
build. It is coming along very well and I have started working on it a little 
every day. I can prbably answer some of the design questions. There are a 
couple flying one of which is on the KR facebook (From South America?) page as 
an access to first hand flying. Mark Langford is the only person that is 
currently active that has first hand knowledge of Dr. Dean's plans and 
thoughts. I have googled him and plan on trying to contact him with a few 
remaining questions, But i was not ready to bother him just yet. I will post a 
picture of current state of affairs on the facebook page today.
Joe Horton,
N357CJ
930hrs 

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Noel McAvena" 
Sent: Wednesday, November 8, 2017 12:43:47 AM
Subject: KR> Rounded fuselage corners

Hey All,


Has anyone successfully build and flown a KR with Dr.Dean's rounded fuselage 
corners?


I'd be interested in chatting with anyone who is familiar with this design 
modification... and I'd REALLY be interested in chatting with anyone who has 
his CAD model.


-Noel-

vanqui...@hotmail.com
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Re: KR> Landing lights? Nilight Brand

[n357cj via KRnet]

Hi guys,
   I actually took a look at these lights last week in a Autozone store. I am 
thinking about replacing the hologen driving lights that I installed in 357CJ 
15 years ago. They have a test button on the display that gives you a really 
good idea of how bright they are. This web site is half the price of autozone 
to boot.
Joe Horton


- Original Message -

Subject: KR> Landing lights? Nilight Brand

Here is a link Larry, several choices at this link. Talk to Jeff Scott about a 
blinker, he has plenty of experience with blinkers. If you see this post Jeff, 
intermittently enlighten us please.

https://www.amazon.com/s/?ie=UTF8&keywords=nilight+led&tag=googhydr-20&index=aps&hvadid=174263546294&hvpos=1t1&hvnetw=g&hvrand=7338547381914128990&hvpone=&hvptwo=&hvqmt=e&hvdev=t&hvdvcmdl=&hvlocint=&hvlocphy=9026890&hvtargid=kwd-97753699712&ref=pd_sl_12478r6tzk_e

Larry H

> On Oct 11, 2017, at 6:13 PM, Larry Flesner via KRnet  
> wrote:
> 
> 
> 
> Larry,
> 
> I lost the info on the driving lights you bought for the Jeep.  I'm thinking 
> of replacing the incandescent lights on the KR and putting some kind of 
> blinker on them for recognition around the pattern.  I'm thinking one of the 
> "blinker cans" they used to use on car turn signals might work but the LED 
> unit might not pull enough juice to make it blink.  They used a bi-metal 
> strip to make and break the current.  Even if I don't use a blinker the tower 
> might be able to spot me better and not give the usual "not in sight-cleared 
> to land" reply.
> 
> Larry 


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Re: KR> Light KR2s

[n357cj via KRnet]

I know that mine weighs 480# and the other 245# is part of the useful load 
because it won't fly without it which makes it pretty dang useful. My second 2s 
that I am working on I am trying desperately to bring in under 700#. I stll 
think that I can do it. Glass panel is one place I see significant weight loss.
Joe Horton,
n357cj

- Original Message -


I think there's more to an airplane than simply light weight.  Like many
things in the design world, there are usually more important aspects
than light weight.  Safety, usefulness, and maintainability come to
mind.  For example, if I remember correctly, I read that Ken Rand used
the top of  a milk jug for a fuel tank filler, along with its plastic
cap.  Milk jugs are not famous for their longevity when exposed to
sunlight (or even the atmosphere), and I would  rather not trust my life
to the structural integrity to a milk jug.

I would also be skeptical about claims of exactly meeting Ken's 480
pounds.  Some people build by the plans and then think their CG is
perfect because the followed the plans, and don't even bother to check
it.  There are probably at least two out there that think their planes
weigh 480 pounds too!

Mark Langford, Harvest, AL

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Re: KR> Shirt and Hat orders

[n357cj via KRnet]

I hate to say it but did no one notice that the identifiyer is in the wrong 
order

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Jeff Scott" 
Sent: Wednesday, August 23, 2017 9:51:41 AM
Subject: KR> Shirt and Hat orders

Perhaps I'm just oblivious, but I hadn't seen the pictures of the shirts and 
hats for this years KR Gathering until after I talked to Rob this weekend and 
he told me they were up on the Pro Shop page on the Gathering site.  
  If you haven't looked yet, they are very nice.  I 
just re-registered to add the shirt and hat order onto my registration. 
 
>From talking to Rob this past weekend, it looks like this is going to be a 
>really good gathering, so try to make it if you can.  I'll be there.
 
-Jeff Scott
Los Alamos, NM

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Re: KR> Todays Flight

[n357cj via KRnet]

Mark,
I chased this problem for several years after the first few years having no 
issue. The easiest and most effective solution was just to simply tighten the 
bottom pivot nut. Mine is tight to the point that the center return springs 
just barely return it to center. In fact it may not return to center if it is 
static sitting up off the ground. It does center in flight and it does center 
during taxi operations.
Hope this helps
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Bright House" 
Sent: Thursday, August 10, 2017 12:15:26 PM
Subject: KR> Todays Flight

After several months (actually since late January) I flew N886MJ again today. 
The new owner who lives near me had been doing several modifications such as 
installing dual controls, adding a gascolator, installed a right left fuel 
selector as in a Cessna, new brake masters and rebuilt front axle and bearings 
and changed the fuel pumps to a parallel set up and some non mechanical 
changes.  Anyway, it was a great feeling to fly N886MJ again. Everything the 
new owner did checked out good. The only problem was that on landing the front 
wheel shimmied which it had never done before. We will be taking the assembly 
apart and going through it to look for wear, etc. Any ideas would be helpful. 
Like I said the previous 643 landings never even produced a hint of a shimmy.

Mark Jones (N886MJ)
Oldsmar, FL

E-mail: flyk...@gmail.com
Web: www.flykr2s.com
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Re: KR> Colin Hales

[n357cj via KRnet]

Along with the best wishes for Colin I am also saddened by the loss of his 
aircraft. What ever the cause. I did notice in one of the pictures that the 
prop is intact and horizontal to the aircraft. I can not help but think that 
the long wait outside took a toll on this craft and ultimately will give the 
Japanese further reasons to delay private flights. I would also though about 
that he installed a new engine last spring in Alaska and likely had less than a 
hundred hours on it.
My best to Colin for a speedy recovery,
Joe Horton, N357CJ

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mac McConnell-Wood" 
Sent: Tuesday, July 11, 2017 5:57:48 PM
Subject: Re: KR> Colin Hales

Tough on Colin Hales..all wishes for a good recovery.

M

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Re: KR> Frustrations with rigging my ailerons

[n357cj via KRnet]

Mark,
I did not know that you had done that (well more like didn't remember). I had 
already decided that that was one of the changes that I am doing to the current 
Dr. Dean project. I actually built the controls over a year ago and just a few 
months ago as i started a wing fitout I revisted it and still kept it as equal 
throws. 

Paul, I did struggle to get the aliron throws that the plans call for and 
probably if check right now would be a couple degrees short of the full travel. 
I have never - evere-ever come close to using full travel in flight. I do use 
it in ground operations and some of the extream x-wind landings that I have put 
myself into. But ot that end the rudder is what I increased on this project.
Keep it going. Your close,
Joe horton

- Original Message -
From: "KRnet" 

Subject: Re: KR> Frustrations with rigging my ailerons

FYI. I built my ailerons with equal travel up and down. I also had drilled the 
bell crank to attach them for offset travel if I did not like the equal travel. 
After my first flight and the quick response I had from equal travel I never 
even considered switching to the offset travel. My turns were all ball centered 
with no rudder input. 

Mark Jones 

Sent from my iPhone 6

> On Jun 9, 2017, at 11:01 PM, Paul Visk via KRnet  wrote:
> 
> I have been trying to get my aileron deflection angles right for awhile now.  
> The best I can get is about 18.5 up and 8.5 down. 
> 
> It looks like I need 3/4" more travel at the stick and it's not there.  So 
> I'm going to have to weld new U channels on the stick brackets and figure out 
> were to drill the pivot point. 
> 
>

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Re: KR> Brake cylinders

[n357cj via KRnet]

Hey Guys,
I would strongly urge the use of heavy wall nyflo tubing. I used the kit 
that came with my Clevland brake package back in '04 and while taxi testing it 
became apparent that there was a problem with brake fade. It took another year 
until I met someone else that had the issue and resolved it by changing the 
tubing. It really was a nerve racking chore trying to repull new tubing thru a 
finished plane. The new plane in the shop is getting 1/8" tubing installed this 
week. I also bought the matco cylinders with the longer stroke.
Joe Horton,
n357cj

- Original Message -


At 03:46 PM 5/17/2017, you wrote:
>  I seem to be developing a kink in the brake 
> line next to the wheel connection. Â This has 
> me concerned so I'm looking for other possibilities.  Joe
+++

I installed a 90 degree fitting right at the 
bottom of the gear leg to avoid a loop / 
kink.  Works for me.  I also put "spiral tube 
protector" from just above the bottom of the leg 
to the brake caliper.  I've not had to add fluid 
in the 13 years I've been flying the KR.  I 
probably ought the change the fluid, just because.

Larry Flesner 



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Re: KR> VW Type 1 "DRD Racing" head reliability

[n357cj via KRnet]

Mark,
I think that Larry has a worn out 0-200 he may want to part with ;-)
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mark Langford" 
Sent: Friday, April 28, 2017 8:05:08 AM
Subject: KR> VW Type 1 "DRD Racing" head reliability

Those of you with any kind of short term memory remaining will recall 
that I took a serious look at Type 1 head cooling last year, in an 
effort to find some heads that had sufficient air passages to keep the 
VW Type 1 heads cool in a KR2.  I settled on DRD Racing heads, which 
have some very generous air passages, and should cool much better than 
my previous heads.  At the end of that article I said I'd let you know 
how it worked out, but it has NOT been a smashing success.  See the 
"UPDATE" about halfway down the page at http://www.n56ml.com/n891jf/vw/ 
for more...
-- 
Mark Langford
m...@n56ml.com
http://www.n56ml.com


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KR> hose installations

[n357cj via KRnet]

Guys,
While searching for some other information I came accross this pdf from Holly 
that gives some pretty good installation standards for hose lines.
http://www.jegs.com/InstallationInstructions/500/510/510-534-210.pdf
Joe Horton, 
N357CJ

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Re: KR> torque wrench

[n357cj via KRnet]

OOH...It's Friday and this so begs for an answer. 
   I've heard that everyone has a guy. A guy to fix the car,... a guy to mow 
the lawn, a guy to clean the gutters, plumbing, electric, and on and on..I 
figure I'm the guy, no body touches or does anything for me that I can do 
myself, At church I'm the guy, At work ...I'm the guy, Heck that is even how I 
sold myself to the beautiful girl that I'm engaged to... so send that bad boy 
wrench on over -I'll figure out how to calibrate the stink right out of it. But 
hey there is a flip side to being the guy. On  that rare occasion that God 
forbid I might be wrong. I just would tell ya that I have far more opportunity 
to make a mistake just because ...you know... " I'm the guy"...
name being withheld for safety reasons...


- Original Message -

F verify my torque wrench is in calibration when I start engine
assembly in the next few days.

That begs the question: Who calibrates the calibrator, who inspects
the inspector, and who answers questions for the answer man? Just
wondering...

Larry Flesner
--




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Re: KR> Dynon Duel Band ADS-B

[n357cj via KRnet]

Hi all,
    I am just reaffirming what Jeff mentions below, There have been issues and 
both Skyguard and Ifly have been very good about working issues out. The 
skyguard recently had to be returned to up grade firmware to meet the latest 
government standards. I have several quality flights since everything has been 
up-dated and re installed. It seems to be working very good now. The weather 
and doppler returns seem to be very accurate. I flew yesterday with some very 
light rain showers around and I could fly along the edge of the green blobs and 
not get wet and move a hundred yards over and be in the drizzle. As far as 
other planes around me most of the time there were between 10 and 20 targets on 
the screen. I saw 3 planes on an hour plus flight. I knew where to look and 
most were more than 6 miles so I doubt that I could have seen them but I knew 
they were there I had more time to alter a flight path knowing the path of 
other aircraft. ADS-B is an incredible tool.
    I live and fly in the Northeast corridor and I am surrounded by control 
zones of all types plus a few military bases. In the 90's when I first started 
to fly it was a very busy area.In an hour flight it was not uncommon to see 20 
to 25 planes and often there were 2 to 4 in the pattern most of the time. The 
past 12 years or more has been pretty silent but there is hope showing the past 
couple of years with incremental increases in traffic. I don't mind having 
traffic around me, but I really do like knowing it before I see it...
Joe Horton,
N357CJ



- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Jeff Scott" 
Sent: Saturday, March 25, 2017 11:14:14 PM
Subject: Re: KR> Dynon Duel Band ADS-B

Sorry for the repeated blank emails.  My email program automatically changes 
everything to HTML, and I am prone to missing it.  -Jeff

--

I bought a Skyguard TWX unit a couple of years ago.  It's not been without some 
growing pains, but once it's installed and left alone to work, all you have to 
do is supply power to it and it does what it's supposed to do.  It has an 
internal WAAS III GPS and external antenna, and also queries the transponder to 
get the squawk code and pressure altitude to include in the UAT ADS-B out 
signal.  It has wifi so can talk to a number of GPS units or Android/iPad/smart 
devices if you want to have traffic/weather etc displayed.  It costs around 
$1500.
 
There are a few other vendors in a similar price range (NavWorx) with various 
features to make them simpler to install or more compact.  But if you aren't 
planning to replace your transponder to do Mode S, most of the basic systems 
that are legal ADS-B Out for Experimental aircraft fall into the $1500 and up 
price range. 
 
-Jeff Scott
Los Alamos, NM
--


I am perfectly comfortable without any electronics, although I do have a
Communications radio installed as well as a mode C transponder to meet the
requirements of the 30 NM veil that I live inside of, and have also flown my
KR2S coast to coast.

However, with 2020 approaching, I am keeping my eyes out for solution to
the mandatory requirements that will allow all the other aircraft out there
that want to see me depicted on their displays, without having to install
expensive displays I have no desire for in my airplane.

I have seen some articles and postings of equipment people have built for
under a few hundred dollars themselves to meet ADS-B requirements, but they
have appeared to be adding capabilities to already installed equipment and
displays costing thousands of dollars.

Have you stumbled across anything yet for your "completely electronics
free" airplane?

Todd Thelin
Spanaway, WA
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Re: KR> KRnet Digest, Vol 5, Issue 55

[n357cj via KRnet]

comfy too, Unfortunatly they are a bit short to cover the entire seat and if 
moved foreward the interferr with the stick. It may work out yet though
Joe

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Eric James Pitts" 
Sent: Thursday, March 2, 2017 2:01:31 PM
Subject: Re: KR> KRnet Digest, Vol 5, Issue 55

Nice looking Seats you have their Eric Pitts





A quick shot of what the new cockpit may be like.
Joe Horton, N357CJ
-- next part --
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KR> new office

[n357cj via KRnet]

A quick shot of what the new cockpit may be like.
Joe Horton, N357CJ___
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Re: KR> Mole tail

[n357cj via KRnet]

I talk to Dana once in a blue moon on facebook. He is in a new home enjoying 
triatlons and scubba diving, I think he is an instructor. He looks very healthy 
and happy in pictures.
Joe Horton

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "brian kraut" 
Sent: Saturday, February 25, 2017 7:07:18 PM
Subject: Re: KR> Mole tail

Yes he was.  I wondered what became of Dana about a year or so ago and
searched his posts on the Vans Airforce site and found that he sold
Black Magic then he disappeared from that group.  Not sure if he got out
of flying all together or what.  His old cell phone number didn't work
so I sent him an email at the address on his business web site, but
didn't hear back.  Good guy.  Hope he is doing well.  Anyone still in
touch with him?

Brian Kraut
904-536-1780
br...@eamanuacturing.com



 Original Message 
Subject: Re: KR> Mole tail
From: Mark Wegmet via KRnet 
Date: Thu, February 23, 2017 8:28 pm
To: "'KRnet'" 
Cc: Mark Wegmet 

Wasn't Dana Overall the builder of an RV7 called Black Magic? If so, his
build site is still on line. It is my recollection that he sold it. Nice
RV
though.

Mark W.
N952MW(res)


-Original Message-
From: KRnet [mailto:krnet-boun...@list.krnet.org] On Behalf Of Mark
Langford
via KRnet
Sent: Thursday, February 23, 2017 8:56 PM
To: KRnet
Cc: Mark Langford
Subject: Re: KR> Mole tail

The Mole Tail was designed by Aeronautical Engineer Richard Mole, after
he
did a stability analysis on the KR2 and S "listed" CG range was out of
whack
on the aft end, and that the last two inches should be avoided. 
 Dana Overall was given the dimensions and built the tail that I
enclosed
this morning. I don't know the whereabouts of that plane, but it was too
far along for somebody to simply scrap or strip for parts, and it was a
KR2S. For more on the Mole Tail, see
http://www.krnet.org/misc/mole_tail.pdf . Richard is almost building a
new
plane, and he's probably pushing 80 these days. I'm hope I'm even half
as
sharp as he is when I get there...

Mark Langford
m...@n56ml.com
http://www.n56ml.com


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---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus


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Re: KR> Melting lead

[n357cj via KRnet]

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

Joe Horton,
N357CJ

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

Paul Visk wrote:

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

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


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Re: KR> Fuel header tank

[n357cj via KRnet]

Hi Deon,
I have a KR-2s with a 12 gal. header tank and am currently building another 
that I retained the same idea but in a slightly smaller form of 7.5 gal. My 
theory is that gravity never quits so fuel flow would never quit. Having said 
that the KR2 is much more pitch sensitive. During any cross country flight I 
probably only adjust trim one time as the fuel is burned off the header tank 
and it is really not an issue for the 2s stability. The other main issue is 
safety which is up to any one persons own tolerance. I personally have a 
fiberglass header tank and the plan is not to break it. That is not good enough 
for many good men. You have an aluminum tank which may or may not be stronger 
and less resistant to a rupture. Another down side to wing only is the fuel 
line and pump layout and operations. 
    Having mentioned all these items I would likely put in wing tanks and ditch 
the header. I do not know what stag of completion the plane is in but maybe 
adding to the fuselage length is an option. It would be a far safer airplane by 
all accounts.
Joe Horotn,
N357cj
 

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Deon-tsrc" 
Sent: Monday, January 16, 2017 10:13:42 AM
Subject: KR> Fuel header tank

Hi Guys

The partial KR2 (original design) I have bought is fitted with an 
aluminum fuel tank in front of the instrument panel. From the 
information I have available this is not a good idea (shift of CoG, fire 
danger etc.)

Would you advise that I ditch this and create wing tanks? Given all the 
ho-ha about CoG issues I am not sure I will be able to pass inspection 
with this tank in place!

This is a big step for me so some advice would be appreciated.

Regards

Deon


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KR> Jeff Scott

[n357cj via KRnet]

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

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Re: KR> Insta-Crank

[n357cj via KRnet]

I saw that too. It is on the same shelf as the rock melt for making it easier 
to dig holes in the ground. 
Joe Horton

-
I'm pretty sure it was at Manny, Moe and Jacks  - $5.99 for a bottle of
Insta-Crank that restores worn crankshafts.  The directions say to just
pour this in the crankcase and the dissolved metals in the liquid will
atomically bond to areas of the crank that are worn, restoring them to
original condition.  It says two bottles might be necessary for
crankshafts with excessive wear.  

"Your mileage may vary . . . "

Mike
KSEE



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Re: KR> Happy new year 2017

[n357cj via KRnet]

Happy New Year to Everyone,
I got my last flight of the year in too. IT was one that would have been better 
on the ground looking up. Really rough, low 30's, and soon after take off the 
wind was 50 deg. cross at 16kts and gusts to 24. I got beat to crap coming in 
and landed harder than I like on the right gear. Still she took the beating 
into submission and is fine to try agian on a better day, myabe tomorrow.
Be safe tonight guys,
Joe Horton, 
N357CJ
PS - all the ideas of better health resolutions for the new year ...not 
me...mine is to average 2 hours a week flying for the year...

- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Phillip Matheson" 
Sent: Saturday, December 31, 2016 2:58:26 PM
Subject: KR> Happy new year 2017

Happy new year to all from down under. The year I will finally complete my 
kr2ss. But off for a early morning fly before it gets hot. 0700 am here 
PHIL matheson 
>> 

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Re: KR> KR Christmas update.

[n357cj via KRnet]

Hey Guys,
Merry Christmas to all. 
It was a beautiful morning today with clear skys, pretty mild and light winds 
so I took a Christmas flight which was a real delight. Larry that is the best I 
got for poetry.
Joe Horton, 
N357CJ


- Original Message -
From: "KRnet" 
To: "KRnet" 
Cc: "Mike Sylvester" 
Sent: Sunday, December 25, 2016 9:10:32 AM
Subject: KR> KR Christmas update.

Flying update, The weather has been a bit windy lately keeping me on the ground 
but I'm off work next week and going to try to put some time on the KR. Merry 
Christmas and a Happy New Year.


Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854
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