Well done mark. I thought I was going ok with 3 forced landings
Two PSRU gearbox both made runway
1 on take off at about 250 into a feet field and took out a water channel,
with nose wheel and left main collapsing and two of the 3 prop. Blades.
It’s all fun as long as you walk away. So practic
I wrote:
> I know I sound like a broken record, but engine failures like this are
> the reason I usually either fly at 9500' or 10,500'.
Here's my (checkered) record of deadstick landings:
broken crank - put it on a runway
broken crank - put it on a runway
flywheel bolt broke - put it on I-65
b
I know I sound like a broken record, but engine failures like this are
the reason I usually either fly at 9500' or 10,500'. And I don't do the
"standard" 500 fpm descents, I wait until I know exactly where the
airport is, and as anybody who's flown with me will tell you, I chop the
throttle, d
Hi Jeff. Yes, this guy really kept his cool. I have always liked
flying cross country around 10K. Laugh if you want, but I like
tracking the VORs from up there, and also trying to spot them on the
ground, as I pass over them. John Shaffer, Fremont, Ohio.
-Please
Jeff,
Nice post! This guy handled his engine failure so well and smoothly I didn't
even hear about it. And I live 3nm away!
Langford always flies at 9500 or higher. After seeing this graceful example
video, I need to spend more time climbing to altitude...
John Bouyea
N133RM KR-2S - imported, fixed
Randall, my hat off to you on this! What a heck of way to resolve your
problems with your wife's request for you to quit flying?! Instead of
quiting fly, you simply replace the boss and continue to flying
regardless?!! I can see that for some of us, nothing can change what we
love to do in life, wi
So if I may,
I'd like to say that while I am convinced every machine will fail, my plan
is to have it fail "When it doesn't matter."
I don't know anything of martial arts, but my brother was quite the judo
expert in his youth, his best advice was "Pay attention and step out of the
way."
That's
I had a number of engine failure on Volkswagen's in my KR. My last wife said I
needed to get rid of the airplane she was done with being scared. So I just got
a new wife. Things do happen but you have to realize flying is not the safest
thing in the world.
Sent from my iPhone
> On Nov 21, 2021
On 11/21/2021 8:28 AM, Flesner wrote:
In 800 hours in the KR and 500 hours in the Tripacer I've never had a
problem that caused me to cancel a flight or stranded me away from
home base, not even a flat tire. Lucky or what?
Larry Flesner
+++
On 11/20/2021 11:52 PM, Dr. Feng Hsu wrote:
BTW, I am a bit curious about your only failure and the consequences nearly
800 hour ago of your KR2 during the early flight test?
+
I think I've mentioned several times in past
Larry, you are certainly one of the lucky ones in the KR crowd, and even in
the entire experimental world in general! I like your thoughts that we are
all "living on borrowed time", so we should have fun flying and enjoy life
as much as we can before the time comes for returning our borrowed times
On 8/3/2021 10:31 AM, Mark Langford wrote:
If power level of the O-320 is similar to the Corvair (110hp - 120
hp), the extra boost is quite impressive, and the fuel burn was
substantially less than an O-200!
My tri-gear KR-2 had a GP 2180 VW rated at 76 hp. Empty weight was 760
pounds. Level cruise was 142 MPH at 2800 RPM with a Sterba 52 X 52 prop.
Your results may vary.
Sid Wood
Tri-gear KR-2 N6242
California, MD, USA
--
Thank you all fo
Ryan wrote:
> An 0-320 Lycoming engine complete with all accessories will weigh 300
> pounds.
And for reference, a Corvair engine fully built (including exhaust and
lightweight carb, alternator, etc) will weigh about 245 pounds, so an
O-320 is not a huge leap from a weight standpoint. I'm pre
Hi Ryan, The ones that is being used the most now is the 0-200. Don’t know of
anything heaver than that. Sparky
Sent from Windows Mail
From: Ryan
Sent: Tuesday, August 3, 2021 8:02 AM
To: 'KRnet'
An 0-320 Lycoming engine complete with all accessories will weigh 30
An 0-320 Lycoming engine complete with all accessories will weigh 300
pounds.
Ryan
KR-2 N81BP
-Original Message-
From: Chad Robertson [mailto:chadrobertson2...@gmail.com]
Sent: Monday, August 02, 2021 10:03 AM
To: KRnet
Subject: KR>Engine
I am new to the entire KR world my question is
Thank you all for the advice I guess I will stay with my little Volkswagen
engine what can I expect power wise out of it and what can I do to improve it
It’s a 2180cc
Chadrobertson2951@ Gmail. N6GM
> On Aug 2, 2021, at 3:47 PM, donald january wrote:
>
> Was and may still be a Flying KR
Was and may still be a Flying KR with O 200. I wouldn't even consider O 320
unless the craft was a stretched KR-2 with some mod's to firewall
On Mon, Aug 2, 2021 at 11:03 AM Chad Robertson
wrote:
> I am new to the entire KR world my question is I have the opportunity to
> purchase a Lycoming 0 3
The short answer is yes it's been done. I would not spent the time and money
to engineer such a large engine installation in a KR2. It's more engine than
this plane needs since it will do almost 200 with an O-200 in it. I think the
guys with the large displacement Corvairs are also seeing spe
I made my cowling like mark did. I have the planum system so there is almost no pressure and no baffling inside the cowling. I do not see any deformation when I have full throttle. see my website how I made it.http://www.masttotaalconcept.nl/kr2/styled-33/index.htmlstefOp 19 juli 2021 om 3:58 schr
You can say that again, Mark Jones. From John Shaffer, Fremont, Ohio.
-From: "Mark Jones"
To: "KRnet"
Langford isn’t it amazing how busy retirement is!!!
> On Jul 18, 2021, at 3:53 PM, Mark Langford wrote:
>
> Sorry I missed this when it was
Langford isn’t it amazing how busy retirement is!!!
Mark Jones
Oldsmar, Fl
N771MJ “WunderBird”
www.flykr2s.com
flyk...@gmail.com
> On Jul 18, 2021, at 3:53 PM, Mark Langford wrote:
>
> Sorry I missed this when it was postedI've got a lot going on these days.
>
___
On 7/1/2021 9:02 PM, Dean Choitz via KRnet wrote:
i am using the 5.75 or 6 oz fiberglass how many layers do you or should you lay
up to make the engine cowling and do most finish the outer with deck cloth
thanks dean choitz
Sorry I missed this when it was postedI've got a lot going on th
On 7/18/2021 9:56 AM, NANCY BAALMAN wrote:
and do most finish the outer with deck cloth thanks dean choitz
"deck cloth" for the most part is simply a "finishing" layer, not a
structural layer although it does add some strength to th
> On July 1, 2021 at 10:02 PM Dean Choitz via KRnet
> wrote:
>
>
> i am using the 5.75 or 6 oz fiberglass how many layers do you or should you
> lay up to make the engine cowling and do most finish the outer with deck
> cloth thanks dean choitz
Dean,
Being the cowl is not structural, I don
On 4/23/2012 7:12 AM, Sid Wood wrote:
> I used Delrin pads between the engine mount and fire wall. These pads are
> one-inch thick to move the engine forward one inch for CG balance. The pads
> were cut from a scrap piece using a 2-inch hole saw.
Be aware with doing something like this, that pol
I used Delrin pads between the engine mount and fire wall. These pads are
one-inch thick to move the engine forward one inch for CG balance. The pads
were cut from a scrap piece using a 2-inch hole saw. The 1/4-inch hole made
by the hole saw pilot was then drilled out for the engine mount bol
You guys are not going to believe what I discovered today. I have a mechanic
friend (not an A&P) who shares the same hangar as I do and he loves working on
engines. If you remember, back in December, I removed my rear housing and found
that my oil pump was dragging and hard to turn. Well, I had
quot; ; "Corvair Net"
Sent: Tuesday, May 01, 2007 11:27 PM
Subject: KR> Re: Engine Rebuild
> You guys are not going to believe what I discovered today. I have a
> mechanic friend (not an A&P) who shares the same hangar as I do and he
> loves working on engines. If you re
And this guy is still walking and breathing???!!! Last guy that was in
my hanger that couldn't keep his hands off my engine parts was marched
out the hanger door and was told in no uncertain terms never to return.
I can't believe that someone would to that, then keep their mouth shut
while you g
I use 30 w Valvoline Racing oil or Kendall. Castrol is also good. When using
an automotive plug, be sure to reduce the plug gap. Magnetos are not as hot
as a battery system unless they're up to speed.
-Joe
> Date: Wed, 3 Jan 2007 02:47:03 EST
> From: mtmcgo...@aol.com
> Subject: KR> Engine Oil
> With the intake valve open when the plug fires would it ignite the fuel in
> the cylinder and intake? I would imagine that would cause the other two
> cylinders to draw in a bunch of exhaust and cause all kinds of power loss.
> Might even travel back through the intake and cause problems on the
...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Orma
Sent: Tuesday, 23 August 2005 5:42 PM
To: KRnet
Subject: Re: KR> Re: Engine CHT temps
Steve Bennett told me that the reading under the plug is always hotter then
the other location you might pick. A manual that lists the temp
- Original Message -
From: Mac McConnell-Wood
To: peterdr...@kingslandstabling.com
Sent: Saturday, August 20, 2005 8:57 PM
Subject: Engine CHT temps
Peter, Can you ask the group what are acceptable CHT temps for a
Revmaster/VW, .I have a Revmaster running at the bottom e
Message---
From: Peter Drake
List-Post: krnet@list.krnet.org
Date: 08/22/05 03:47:53
To: KRnet
Subject: KR> Re: Engine CHT temps
- Original Message -
From: Mac McConnell-Wood
To: peterdr...@kingslandstabling.com
Sent: Saturday, August 20, 2005 8:57 PM
Subject: Engine
uot;
To:
Sent: Monday, August 22, 2005 5:09 AM
Subject: Re: KR> Re: Engine CHT temps
>I am looking at the GPASC Engine manual. These are both VW and the heads
> should be the same and they should operate at the same temps. CHT Cruise
> 350
> - 375 deg. F, during climb for 5 minu
Mac Wood wrote:
> what are acceptable CHT temps for a Revmaster/VW, .I have a Revmaster
> running at the bottom end of the green scale i.e 300 deg f ,and my test
> pilot reckons it's too low , and won't fly it !
I recently read in the SkyRanch Engineering Manual something to the effect
"if a
> Peter, Can you ask the group what are acceptable CHT temps for a
> Revmaster/VW, .I have a Revmaster running at the bottom end of the green
> scale i.e 300 deg f ,and my test pilot reckons it's too low , and won't
> fly it !
My Revmaster uses J wires held in the head with allen screws. Th
Why does anyone need HotMail when there are free ones available.
Also, I too found it odd that a CHT could possibly be too cool unless it is
a sign that you are dumping pure gas into the cylinder.
See you in Mt. Vernon - 2005 - KR Gathering
See N64KR at http://KR-Builder.org - Then click on
Heath"
>Reply-To: KRnet
>To:
>Subject: Re: KR> Re: Engine CHT temps
>Date: Mon, 22 Aug 2005 17:34:16 -0400 (Eastern Daylight Time)
>
>Why does anyone need HotMail when there are free ones available.
>
>
>
>Also, I too found it odd that a CHT could possib
patrusso wrote:
>Interesting. I have taken every flight report I could find, from 1980 to
>present and where reported, CHT is averaging about 350 deg. They do not
>mention the kind of sensor used or it's location which I am sure will have
>some effect.
I have an engine manual published in the
Steve Bennett told me that the reading under the plug is always hotter then
the other location you might pick. A manual that lists the temp and
specifies a location for the probe may only be accurate at that specific
location, and if you move the sender to a different place, the same
temperatu
Some VW heads have a place for bolting on the CHT probe. On ours, it is on
top of the aft pilot side cylinder. I have always used under the plug until
I discovered this. I figure if that is where VW intended for the temp to be
probed, then I will probe it there and see what I get.
See you in Mt.
I have 9.8 gal tank, aileron w/balance, attach fittings, and nav lights &
wiring, weight is 49 lbs.
--
Mike
Bolts, Sorry I'm at work and do not have my bolt gauge to check.
My wing weight is similar, around 50lb, but do not have a very exact figure,
wing tanks and not
I am about to order bolts to fasten my engine mount to firewall and wanted to
double check this, I need 4.5 in long X 3/8 dia. bolts the AN equivalent is,
AN6-43 right? I have temporarily installed it with ordinary grade 8's, I know
they would hold, but I think "AN" is "THE" right way and they a
Copying this to the net as several people have asked me to follow up after I
find the problem.
In addition to the stumble I was having I also had a problem with the engine
getting rough for up to a minute at a time. That had happened twice in about
20 hours of flying. I added an EGT so I coul
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