Re: KRnet> Not home yet...

[Jeff Scott via KRnet]

I finally got the RV home today.  The only casualty to the internal soaking was the iFly GPS went Tango Uniform.  Oddly enough, that's the one piece of electronics that didn't get wet directly.  I've got it drying out in the hangar, but the touch screen no longer responds to touch.  I also had a high fuel pressure warning on the engine monitor, but my analog gauge indicated all was normal.  That was tracked to a "protective" sleeve over the 4 wires from the transducer that got wet inside.  As soon as I removed the sleeve, the fuel pressure readings returned to normal.  The new radios were fogged over inside the display, as were my gyros, but all worked well and have since dried out.  I spent this afternoon redesigning and replacing the weatherstrip seals on the canopy and the boot cowl access hatch, both of which leaked rather badly.  The plane is in the hangar with the canopy open and a fan blowing air around the cockpit and up through the panel.

 

I'll post some photos from the ride home on the FB site.  Fascinating weather to fly in.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Monday, September 16, 2024 at 7:46 PM
From: "Adam Deem via KRnet" 
To: "KRnet" 
Cc: "Adam Deem" 
Subject: Re: KRnet> Not home yet...


Jeff,

 

I hope all the electronics come out okay.  A portable dehumidifier or a few days of airing out in dry weather might help, before attempting to smoke check the systems…

 

Adam

 

On Mon, Sep 16, 2024 at 8:40 PM Jeff Scott via KRnet <krnet@list.krnet.org> wrote:


Other than Zack, I had the shortest trip home. I got within 15 miles of home before I had to turn back and land 50 miles north of home. I made two more attempts during the day yesterday before tying the plane down out in the weather and calling for a ride home. We had IFR conditions and steady rain for 36 hours, finally clearing this evening. I'll go retrieve the RV in the morning. With all the rain, I discovered a lot of water leaks that I'll need to address. In the mean time, I have about $8000 worth of water soaked electronics that I sure hope I didn't kill.

Had I have been about 30 minutes earlier, I would have been home.

-Jeff Scott
Arkansas Ozarks

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KRnet> Not home yet...

[Jeff Scott via KRnet]

Other than Zack, I had the shortest trip home.  I got within 15 miles of home before I had to turn back and land 50 miles north of home.   I made two more attempts during the day yesterday before tying the plane down out in the weather and calling for a ride home.   We had IFR conditions and steady rain for 36 hours, finally clearing this evening.  I'll go retrieve the RV in the morning.  With all the rain,  I discovered a lot of water leaks that I'll need to address.  In the mean time, I have about $8000 worth of water soaked electronics that I sure hope I didn't kill. Had I have been about 30 minutes earlier, I would have been home.-Jeff ScottArkansas Ozarks--Sent with GMX Mail app
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Re: KRnet> KR Gathering schedule

[Jeff Scott via KRnet]

 


Just as a point of clarification, Saturday at 1:00 to 2:30 with two subject matters is primarily just a Q&A session for Mark and Me.  Most of the discussion usually ends up with Mark answering questions about the Corvairs and VWs and me answering a few questions about generic aircraft engines, but I thought we would open it up to questions for the A&P regarding airframes and inspections as well.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Monday, August 05, 2024 at 5:36 PM
From: "Larry Flesner via KRnet" 
To: krnet@list.krnet.org
Cc: "Larry Flesner" 
Subject: KRnet> KR Gathering schedule


 

This is the schedule for the Gathering forums / activities.  If any of the presenters have a conflict, please get back to me.  The Friday forums will be held in the conference room as usual.  A scheduling conflict makes the conference room unavailable to us until 3:00PM on Saturday so we will have flight line activities Saturday morning and a forum in the hangar with P.A. Saturday afternoon.  The Awards Ceremony will be in the conference room.

See you at Mt.Vernon.

Larry Flesner

KR Gathering schedule

Thursday:
First arrivals, fly-bys, catching up with old friends
--EACH EVENING-- Camp fire by the lake - story telling & root beer

Friday 9:30AM – 11:00AM with break 

- Mark Langford - Freebird plans progress update

- Larry Flesner

- Building and flying experimental aircraft" - E-AB registrations

- Building a straight KR the easy way

- Overview of W&B

 Friday    1:00PM – 2:30PM with breaks

-Adam Deem on Full briefing on my handling qualities flight testing and modifications to address handling qualities deficiencies

John Schaffer on Flat Spin Recovery, in a KR-2

Friday 6:00PM – 7:00PM

Luis Claudio on SDS electronic ignition for Corvair and VW conversions as the uniqueness of this system is the ability to shape your power curve from starting the engine to Lean of Peak

 

Saturday    9:30AM – 11:00AM with break

- KR overview on the ramp by KR pilots of their KR’s

Saturday    1:00PM -- 2:30PM with break

-Jeff Scott & Mark Langford on engine Q&A including costs, parts & resources including Corvair, VW &  and certified engines
-Jeff Scott on aircraft systems from the point of view of an A&P that may have to look at your plane

Saturday    evening

Optional group dinner - 6:00PM

Awards ceremony - 7:00PM
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Re: KRnet> Brake performance & taxi testing

[Jeff Scott via KRnet]

A few words on brake performance and taxi testing.

 

Adam makes an excellent point about brake performance and monitoring brake heat.  In every instance where I have seen the nylon brake lines fail, they have always been inside tightly fitted wheel fairings.  I have never seen a heat failure on a plane with no wheel fairings.  That brings up another point. 

 

If one is going to be doing taxi testing, you should be doing so with no wheel fairings.  In fact, your first few flights should also be without wheel fairings.  Wheel fairings add no benefit to taxing the plane, or test flying the plane up until you start testing for max speeds, best cruise and max climb rates.  Up to that point, you want the wheels and tires bare for easier inspection, access, and cooling during repeated ground and taxi ops.  In fact, while learning the plane it is easier to fly without the wheel fairings thanks to the additional drag that makes it slow easier and land easier.  Put on all the speed fairings toward the latter part of the flight testing once you know the plane.

 

A word on taxi testing.  I test fly a fair number of planes.  5 that I can think of in the last year, all of which were new models for me to fly.  My recommendations are to go very lightly on the throttle.  I make a slow taxi the length of the runway (and back on the taxiway if one exists) a time or two until I am satisfied with the ground handling characteristics.  Often times I find this step needs to be repeated several times while setting up the tailwheel steering as it is rarely acceptable the first time out of the hangar.

 

On the next test, I'll slowly bring the throttle up to where I get the tail up in the air (tail draggers), then gently ease the throttle back out to allow me to fast taxi with the tail up, then ease the throttle back to idle and allow the tail to settle to the runway.  Again, I minimize braking and am testing for proper control of the aircraft, tire tracking, tail tracking, and tailwheel performance while transitioning to tail up, then settling back down.  I don't move on until I am satisfied with the results.

 

On the third test, I slowly add throttle until the plane reaches what I expect to be the rotation speed, then allow the tail to settle back down to the pavement again.  If that felt right, the next time I will bring it up to rotation speed and allow the plane to lift off.  If there is still more than 50% of the runway in front of me, I'll land the plane again and allow it to roll out while minimizing braking.  Otherwise, this will be the first flight.

 

The next test is the first flight test.  At this point in time, I already know what to expect for ground handling characteristics, have a good idea as to how it lands, and know that it will lift off without doing anything unexpected or crazy.  This is where I start working from my test cards to start documenting the plane.

 

On every test, I make sure the plane is ready to fly, and the pilot is ready to fly.  Any time you get on the runway, you can assume it is possible that things can happen and you might find yourself on your first flight.

 

I make it a habit to always be very gentle with the throttle going both in and out.  I usually take roughly 5 seconds to roll the throttle up to full throttle.  There is no advantage in slamming the engine to full throttle.  If you are on a short runway, hold the brakes while you gently throttle up until you get to full power, then release the brakes.  Otherwise, let the plane roll while you gently throttle up, and you will save a lot of time filling and filing the rock chips in your prop.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Tuesday, July 30, 2024 at 8:38 AM
Cc: "Adam Deem" 
 


I think the big takeaways from this discussion are that testing is useful, but one must understand the limitations and failure modes of the system which can sometimes only be determined though testing.   In the large airplane world we have numbers for brake cooling time after an aborted takeoff or landing at various weights or sensors on each brake.  This ensures the following takeoff has enough thermal headroom to prevent a hot brake incident like Zach encountered.  It appears his incident was primarily related to a mechanical abnormality or failure (dragging brake pad).




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Re: KRnet> KR Wheel Fire Write Up

[Jeff Scott via KRnet]

This is the third instance among friends of mine where a nylon brake line has failed inside the wheel fairings causing a fire, one of which destroyed the aircraft.  I have preached about it for years.  Nylon brake lines work well.  I had them on my KR for the 24 years I flew it and never had an issue.  I have them in my SuperCub and RV as well.  But if you use wheel fairings, you always want to terminate the nylon brake line above the fairings and use either aluminum, stainless steel, or braided hydraulic lines where they may be exposed to the heat that is retained inside the wheel fairings. 

 

One other note on nylon brake lines.  1/4" brake lines have a significant amount of stretch in the walls of the line and will use up much of your brake pedal with the line expanding rather than braking.  I've seen this several times, and in every instance have been able to address it by swapping the lines out for 3/16" nylon lines.  One vendor (Arion Lightning) recommends using 1/8" nylon brake lines in their kits for better braking.

 

The issue with the fluid expanding when heated and causing the brake to bind is another oddity.  I have seen it happen when ATF was used in the brakes rather than 5606 hydraulic fluid.  But it can also happen if you don't leave a bit of air at the top of your brake reservoir for expansion or have restricted venting on the brake reservoirs.

 

And one last comment on brake fires.  Mill spec 5606 is the standard most of us, myself included, use in their brakes.  It is flammable.  There is a synthetic �� �(MIL-PRF-83282) that is nuch less flammable.  Sold as Aeroshell fluid 31, it costs roughly $75 a gallon vs the more readily available Mil-spec-5606 at roughly $50 a gallon.  If one wanted to switch to the synthetic fluid, keep in mind that most mechanics won't have any on hand if you have an issue away from home.  You can't mix with 5606 fluid, so your system needs to be properly cleaned.  And the synthetic fluid is not compatible with natural rubber products, so make sure of what you have for O-rings in your master cylinders and slave cylinders.  Most will be Buna-N, which is a synthetic rubber and should be compatible.

 

Zach handled this fire well.  He was prepared with a fire extinguisher in the aircraft.  I am not so well-prepared and need to think about perhaps adding a fire extinguisher to my equipment list.

 

-Jeff Scott

Arkansas Ozarks
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Re: KRnet> Re: Drury Inn discount code

[Jeff Scott via KRnet]

And you can be assured, I will buy lots of fuel.  I plan to be providing minimal transition training in my KR simulator (RV-6) during the Gathering.  Or just an intro ride for those interested.  I think a lot of folks were a bit afraid of the biplane last year, so I didn't fly as many rides as I had hoped. -Jeff ScottArkansas Ozarks--Sent with GMX Mail app

 
 On 7/24/24, 5:30 PM Larry Flesner  wrote:

   On 7/24/2024 5:02 PM, Jeff Scott wrote:
   > The discount falls under SRT Aviation (the FBO at Mt Vernon), and it
   > will be helpful if you give them the discount code 318724 to get the
   > discount. Once applied, I got a double room for $112/ night.
  
   +
  
   Jeff, thanks for adding that info.  I was not given that code, just
   "aviation discount".  I'm sure SRT Aviation at the airport would
   appreciate a thank you for the motel discount when you purchase fuel. 
   What you save at the motel you can spend on fuel.
  
   Larry Flesner
  
  
 

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KRnet> Drury Inn discount code

[Jeff Scott via KRnet]

 
 I called thd Drury Inn to make reservations and had a few struggles to get it right.  First off, call thd Number Larry listed 618-246 5201.  Any other number will get you the corporate reservations office with a snooty charactor that will not give a discount but wanted to argue that $200+ a night was a steal.Secondly, when I talked to the local guy, "Jacob," he also didn't know of any special rates.  I finally had him pull up Larry's reservation to see what discount he was getting.   The discount falls under SRT Aviation (the FBO at Mt Vernon), and it will be helpful if you give them the discount code 318724 to get the discount.  Once applied, I got a double room for $112/ night.  Thanks Larry.-Jeff Scott--Sent with GMX Mail appOn 7/23/24, 7:04 PM Larry Flesner via KRnet  wrote:

   After spending several hours going through motel reviews for the 
   Mt.Vernon motels and looking for a cheap place to stay, reading reviews 
   containing phrases like "bed bugs", "dirty rooms" "poor check-in", 
   "druggy hangouts", I decided to bite the bullet and go with #1, the 
   Drury Inn and Suites.  $50 a night more but I only get out of the house 
   once a year.  I called them direct, Stephanie spoke fluent English, but 
   I was shocked to learn their prices were $30 more than advertised on the 
   net by third party and I hate to deal with third party.  When I 
   mentioned I would be in town for an event at the airport, Stephanie said 
   "wait a minute, let me find the airport rate".  To my amazement the 
   "airport rate is $20 cheaper than the third party rate.  $112 a night + 
   a total tax for three nights of $43.  They are rated the #1 motel in 
   Mt.Vernon of 13 motels.  One caution, they advised me that they will be 
   doing renovation on their kitchen during that period from like 9:00am to 
   5:00pm, a time slot I won't be there.
   
   So, I'm booked at the Drury at Mt.Vernon on the 12th, 13th, and 14th.  
   If anyone flying in stays there I will offer free rides to and from the 
   airport.  (depart by 8:00, home by 10:00)  If anyone decides to book, 
   call them direct at 618-246 5201 and ask for the "aviation rate" of $112 
   a night as quoted by Stephanie, the manager.
   
   Larry Flesner
   
   
   
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Re: KRnet> Gathering needs

[Jeff Scott via KRnet]

 

Those both sound very interesting.  I would encourage both of you to come prepared to do a presentation.  I'm sure that if there is interest, Mark and I could likely stand up front and do an engine Q&A as we have done a few times in the past.  (Hope Mark doesn't mind me volunteering him!)  I don't think we have much to offer that we haven't said in the past, but the group has changed a bit, and the parts costs and resources have changed significantly in the last few years, so some things are different.  I know Mark as been through a VW and Corvair both recently and I have gone through a lot of engines since the last time we spoke on engines.  I'll add to that, that I'll also take all questions regarding aircraft systems from the point of view of an A&P that may have to look at your plane at some point in time.

 

-Jeff Scott

Arkansas Ozarks

 




If there is enough interest, I would like to do a presentation on the SDS electronic ignition for Corvair and VW conversions. The uniqueness of this system is the ability to shape your power curve from starting the engine to Lean of Peak... Lecture 30-40 Minutes and Q&A after...   

 




On Friday, July 12, 2024 at 08:02:01 PM CDT, Adam Deem via KRnet  wrote:

 

 




I’m planning and have offered to do a full briefing on my handling qualities flight testing and modifications to address handling qualities deficiencies.

 

Adam Deem

KR2 N8085K


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Re: KRnet> 2024 Gathering

[Jeff Scott via KRnet]

I assume Bouyea is tied up with other tasks as I have registered on the site a couple of times, but my name hasn't made it onto the list.  So, I suspect there are a lot more people planning to attend.  Or maybe I should take the hint that I've been excommunicated for selling my KR in favor of a RV. 

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Saturday, July 06, 2024 at 8:07 AM
From: "mark jones via KRnet" 
To: "KRnet" 
Cc: "mark jones" 
Subject: KRnet> 2024 Gathering


67 days to go till the Gathering.
11 people registered to attend Really? Can't we do better than that?

Only 7 planes so far?  And that is if I get WonderBird through the test flight stage before the gathering.

 

Please get registered asap.

 

 




Mark Jones (N771MJ)
Oldsmar, FL

 

flyk...@gmail.com

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Re: KRnet> Mixture Cable

[Jeff Scott via KRnet]

 

 
 

Sent: Thursday, July 04, 2024 at 9:09 PM
From: "MS" 
To: "Jeff Scott via KRnet" 
Subject: Re: KRnet> Mixture Cable



 

I don't see an aspect of these control cables being discussed in this thread so I'm going to mention it.  My mixture control is the vernier type and allows for precise control by turning it left or right.  Do these cables you guys are talking about have this function?  I've found it really valuable.

 

Mike

KSEE

 


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I've flown many planes with vernier mixture control.  It is definitely a valid option, but typically a bit more expensive and takes up a bit more panel space.  But as you say, it allows for very fine control.

 

-Jeff Scott




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Re: KRnet> Mixture Cable

[Jeff Scott via KRnet]

> 
> > Dave Waller wrote:
> > 
> > “The throttle quad does not come with the mixture cable and knob.  They 
> > recommend A-700 Button Lock.  The mixture cable is more expensive than the 
> > quadrant???   What is so special about these buggers?  Do I just pony up 
> > the $118 and move on with the next step?”
> ———-
> I have the A-700, and I think it’s worth it.  I previously used something 
> without a lock but it was too easy to move unintentionally, and didn’t always 
> stay where I put it.
> 

As an alternative to Marks thoughts, I use the A-740 ratcheting cable on most 
mixture control and heat control cables.  It has a simple detent that keeps the 
cable from sliding in and out on its own, and makes a ratcheting noise and feel 
as you slide the cable in and out.  It binds just enough that it doesn't slip, 
without making the cable actually bind.  My personal preference is to do that 
rather than the A-700 that you have to squeeze down to move.  However, on the 
most recent installation I did for a customer, the A-740 had a lengthy wait 
time to ship, so we ended up buying the A-700 style through McFarlane with 
delivery in just a week or two.  Either cable works well.  It's just a personal 
preference, and the A-740 costs a bit less.

-Jeff Scott
Arkansas Ozarks
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KRnet> Bill Clapp's Saberwing

[Jeff Scott via KRnet]

I think most of us know Bill Clapp from his involvement in the KR Community, first as a builder, then as a Corvair Engine builder/provider, then more recently with his KR inspired Saberwing at several KR Gatherings. According to the NTSB preliminary report below, Bill was seriously injured in a crash of his Saberwing while testing an ignition issue in flight on his plane On June 10.  See attached photos.


https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194462/pdf



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Re: KRnet> Re: Lipo Battery/Lithium wives tales

[Jeff Scott via KRnet]

 
 It's been done.  Look up the Rover Project from back in the early days of nuclear power development.  The goal was to create a bomber that didn't need refueling.  Thus was back about the time the B-36 bomber was king.  It was proven, but also impractical as well as politically unacceptable.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 6/14/24, 7:47 AM Larry Flesner via KRnet  wrote:
 

  
   On 6/13/2024 10:58 PM, Jeff Scott via KRnet wrote:

   
   
   I once heard or read that it was lithium that they added to 
the atomic bomb in WWII to increase the yield. As atomic weapons were 
not a settled science at that point they added too much on one test and 
they nearly wiped out a few observers.  
   
  + 
  My timing was off 10 years or so.  It apparently was the Castle Bravo test in 1954 that the engineers lack of understanding of the reaction of Lithium 7 that nearly took out some engineers.  They were rescued by helicopter as I recall .  At least that's how I recall the event being told. 
  Jeff, with your background, could you possibly come up with a nuclear reactor to power the KR?  I'm not sure what the benefit would be as I'd still have to come down to pee.  🙂 
  Larry  

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Re: KRnet> Re: Lipo Battery/Lithium wives tales

[Jeff Scott via KRnet]

 
 It's been done.  Look up the Rover Project from back in the early days of nuclear power development.  The goal was to create a bomber that didn't need refueling.  Thus was back about the time the B-36 bomber was king.  It was proven, but also impractical as well as politically unacceptable.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 6/14/24, 7:47 AM Larry Flesner via KRnet  wrote:
 

  
   On 6/13/2024 10:58 PM, Jeff Scott via KRnet wrote:

   
   
   I once heard or read that it was lithium that they added to 
the atomic bomb in WWII to increase the yield. As atomic weapons were 
not a settled science at that point they added too much on one test and 
they nearly wiped out a few observers.  
   
  + 
  My timing was off 10 years or so.  It apparently was the Castle Bravo test in 1954 that the engineers lack of understanding of the reaction of Lithium 7 that nearly took out some engineers.  They were rescued by helicopter as I recall .  At least that's how I recall the event being told. 
  Jeff, with your background, could you possibly come up with a nuclear reactor to power the KR?  I'm not sure what the benefit would be as I'd still have to come down to pee.  🙂 
  Larry  

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Re: KRnet> Lipo Battery/Lithium wives tales

[Jeff Scott via KRnet]

> ++
> 
> There are some changes in the battery technology chemistry they claim is 
> safer, lithium iron phosphate (?) for one but I'm not a chemist or an 
> engineer.  I once heard or read that it was lithium that they added to 
> the atomic bomb in WWII to increase the yield. As atomic weapons were 
> not a settled science at that point they added too much on one test and 
> they nearly wiped out a few observers.  For any engineers / scientist 
> with up to the minute knowledge,  which are the safest lithium / ?? 
> products on the market today?

A bit off subject, but now you've stepped into my former playpen with nuclear 
weapons design. 

Untrue.  The two WWII bombs were single stage fission bombs; one using Uranium 
235 and the other using Plutonium.  Lithium in modern thermonuclear weapons is 
Lithium Deuteride (made by mixing Lithium and Deuterium at high temperature), 
and is used, not because it burns readily, but because when bombarded with 
Neutrons from fissioning Uranium, releases large quantities of Tritium, which 
is a reactive form of Hydrogen used to boost a Hydrogen bomb a.k.a. 
thermonuclear bomb.  Lithium Deuteride can be stored as part of a weapon 
without significant short term deterioration.  Previously, Tritium gas was 
used, but tritium has a short half life and is also highly corrosive, creating 
both short and long term maintenance and reliability problems with nuclear 
arsenals.
> 
> For our professional or volunteer fire fighters, what is being taught to 
> fight lithium fires now days?

Graphite extinguishers are used to suppress metal fires, including Lithium.

Yeah, I had to stay current on fire suppression with these materials when I 
used to work with them.

Jeff Scott
Arkansas Ozarks
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Re: KRnet> Lipo Battery

[Jeff Scott via KRnet]

Your alternator or dynamo system should not produce power without the battery to excite the system, so if the BMS system in your LiFePo battery is shutting it off, then your system goes dead.  EarthX doesn't seem to have this issues, but using an AGM battery is a solid and reliable fix.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Wednesday, June 12, 2024 at 8:13 AM
From: "mark jones via KRnet" 
To: "KRnet" 
Cc: "mark jones" 
Subject: KRnet> Lipo Battery


Yesterday I was doing a taxi test and had the following happen more than once. This scares me enough that I am now very hesitant to use a Lipo with BMS.
After about five minutes of taxi, my engine shut off as if the ignition switch had been shut off. There was absolutely no power at the ignition switch. The BMS took over and shut the system down. After about 10 minutes, The battery came back to life and she started right up. Only to again shut down after a few minutes of running. Why is this happening? Is it due to the Dynamo? Why wouldn't my engine keep running just off the Dynamo. Does the BMS somehow disable the entire system?  I am feeling like Larry Flesner said. I think I too will only fly with AGM batteries. Seems this BMS in Lipo batteries is a source of failure we do not need.

 




Mark Jones (N771MJ)
Oldsmar, FL

 

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Re: KRnet> Re: Mystery airplane

[Jeff Scott via KRnet]

 
 I used to be in NM.  I retired and moved to Arkansas.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 5/20/24, 10:51 PM Dave Klingler via KRnet  wrote:

  Oo!  Jeff, you’re in New Mexico?  I’m in Albuquerque. - Dave
  
  
   
   

 On May 20, 2024, at 6:00 AM, Jeff Scott via KRnet <krnet@list.krnet.org> wrote:



 
  
   
 

   
Now we know how well some of us are remembered... or not.  
 

   
  
  
   Sent: Sunday, May 19, 2024 at 6:25 PM
From: "Larry Flesner via KRnet" <krnet@list.krnet.org>
To: krnet@list.krnet.org
Cc: "Larry Flesner" <fles...@frontier.com>
Subject: Re: KRnet> Mystery airplane
   
  
   
 

   
   For those of you that are "Kit Plane" challenged
   
 


   
June 2024 Kit Planes, page 45, uAvioni add.
Who's / what is the mystery airplane (tail dragger) in the photo on the right edge of the page.
First to respond with the correct answer gets a gold star for knowing their airplanes.
Larry Flesner
 
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Re: KRnet> Re: Mystery airplane

[Jeff Scott via KRnet]

 
 I used to be in NM.  I retired and moved to Arkansas.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 5/20/24, 10:51 PM Dave Klingler via KRnet  wrote:

  Oo!  Jeff, you’re in New Mexico?  I’m in Albuquerque. - Dave
  
  
   
   

 On May 20, 2024, at 6:00 AM, Jeff Scott via KRnet <krnet@list.krnet.org> wrote:



 
  
   
 

   
Now we know how well some of us are remembered... or not.  
 

   
  
  
   Sent: Sunday, May 19, 2024 at 6:25 PM
From: "Larry Flesner via KRnet" <krnet@list.krnet.org>
To: krnet@list.krnet.org
Cc: "Larry Flesner" <fles...@frontier.com>
Subject: Re: KRnet> Mystery airplane
   
  
   
 

   
   For those of you that are "Kit Plane" challenged
   
 


   
June 2024 Kit Planes, page 45, uAvioni add.
Who's / what is the mystery airplane (tail dragger) in the photo on the right edge of the page.
First to respond with the correct answer gets a gold star for knowing their airplanes.
Larry Flesner
 
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Re: KRnet> Battery

[Jeff Scott via KRnet]

 


One note on using the EarthX battery.  The EarthX battery typically used for aircraft are capable of up to 680 Amps peak draw while cranking and 320 Amps continuous.  Your starter will draw 125 - 150 amps while cranking.  If you reference FAA Circular AC 43.13-1B Chapter 11, figure 11-3, Conductors for Intermittent flow, you'll find the minimum acceptable wire size for this battery and starter combination would be 2 gauge.  That would be 2 gauge wire from the battery to the master, the master to the starter, and ground back to the battery.  Also ensure than any terminals are heavy enough and properly secured.  Anything less and you are looking at starter performance issues, wiring overheating, and possibly burned wiring.  Additionally, depending on the output of your charging system, you need to ensure your wire sizing is up to snuff to carry the current for charging the battery as well. 

 

-Jeff Scott

Arkansas Ozarks


 


--
Sent from my Android phone with GMX Mail. Please excuse my brevity.

On 5/13/24, 9:55 PM Luis Claudio via KRnet  wrote:


I've been having battery issues to the point that I am on my second battery (thank you John Schaffer for your help troubleshooting the last one). My engine does not have a magneto, I depend on two electronic ignition modules which then requires me to have a good electrical source along with my alternator...

 

My previous batteries were lawn and garden 330 CCA type, both failed with 6 months of service. I finally bit the bullet and bought an Earth X LiFoPo battery (a little pricy but...) I installed it today and will test it out tomorrow.  

 

Does anyone have experience with the Earth X batteries or did I jump from the frying pan into the fire?

 

Luis 

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Re: KRnet> Battery

[Jeff Scott via KRnet]

 
 I used an EarthX in my KR for several years. It was still in it when I sold it.  Kind of pricey, but if you need cold cranking amps, that's the way to go.  It should last far longer than a lead acid battery,  but the bigger question is, "Why are you eating batteries?"  I founnd the wet cell lead acid motocycle batteries usually made 5 - 6 years, Oddessey AGM  batteries typically make 7 - 8 years, and I sold the plane before my EarthLink ever showed any sign of weakness.  However, my planes never sit for very long. The batteries will.last longer if you fly the plane to keep them charged regularly.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 5/13/24, 9:55 PM Luis Claudio via KRnet  wrote:

  
   
I've been having battery issues to the point that I am on my second battery (thank you John Schaffer for your help troubleshooting the last one). My engine does not have a magneto, I depend on two electronic ignition modules which then requires me to have a good electrical source along with my alternator...
   
   

   
   
My previous batteries were lawn and garden 330 CCA type, both failed with 6 months of service. I finally bit the bullet and bought an Earth X LiFoPo battery (a little pricy but...) I installed it today and will test it out tomorrow.  
   
   

   
   
Does anyone have experience with the Earth X batteries or did I jump from the frying pan into the fire?
   
   

   
   
Luis 
   
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Re: KRnet> Re: uAvionix Echo UAT issues

[Jeff Scott via KRnet]

 
 When you add the encoder unit to the EchoUAT, you need to apply two software patches to enable the encoder.  They can be installed using a web browser connected to your Ping unit via WiFi.Additionally, if you have a digital transponder with a serial out port such as the Sandia Avionics STX-165, you can connect to the transponder and get the squawk and Bario Alt outputs directly from the transponder via the serial port.  That negates the need for the uAvionix encoder. I had the installation in my KR configured that way and it always passed the FAA PAPR  reports flawlessly.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 5/12/24, 8:49 PM Rene Ffrench via KRnet  wrote:

  
   Thanks Jeff for this info,
   

   
   
You may know now that uAvionix has stopped making the EchoUAT so there are very few in any pipelines.  I wanted one to install in an LSA that I am working on.    I understand that they MAY be offering something like it in the future with the fix included but no time promise. 
   
   

   
   
Surprisingly every spot I checked was out of stock but with a connection I found that GRT avionics had a few in stock that they pair with an antenna unit that they have made to do what uAvionix was offering in the past.
   
   

   
   
I talked them out of one of the last ones on the shelf so this update is something I will need to do.  I will be buying the SkyFYX Ext  antenna from them for my system.
   
   

   
   
Have you heard anything special to do with these two units together?
   
   

   
   
Thanks,
   
   
Rene Ffrench
   
   
Austin, Texas 
   
   
N202LP
   
   

   
   


 
  
   
   Virus-free.www.avast.com
  
 

   
  
  
  
   
On Sun, May 12, 2024 at 1:54 PM Jeff Scott via KRnet <krnet@list.krnet.org> wrote:

   
   

 
  
   I know a number of you KR fliers are using uAvionix EchoUAT ADSB in and out units in your planes. In January, I received a notification from uAvionix that they would be offeringcredit on the Echo UAT units towards another purchase, or send a free altitude encoder to fix an issue with ongoing "Bario Alt" high error rates in the FAA PAPR reports. 2 months ago I was notified by the FAA that I had 45 days to repair my ADSB unit or it would be blocked, effectively denying me in-flight weather updates and access to Class B and C airspace. Sure enough, sometime in the last month my unit stopped receiving inflight weather, so must be blocked.

Yesterday I finally received the free encoder to add to the Echo UAT unit. This morning I installed the tiny solid state encoder and applied two software updates from my phone via wifi to the EchoUAT unit. The encoder comes with a plug and play wiring harness, so the installation is dirt simple. No harness to build, power to run or wiring to be done. After installation, I flight tested the aircraft, then pulled an FAA PAPR report and found no errors reported on my unit. Now to get the FAA to unblock my unit and allow me to start getting weather updates again. 
   

If you have not contacted uAvionix to request the free encoder for your EchoUAT, you can make the request on their web site at <https://uavionix.com/echouat-update/> You will need the specific model and serial number of your unit, but just fill out the form and uAvionix will eventually get the encoder to you. I found the update to be simple enough that I installed the encoder and software updates in all three planes this morning.

-Jeff Scott
Arkansas Ozarks
  
 
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   Cheers,
   Rene'
   
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KRnet> uAvionix Echo UAT issues

[Jeff Scott via KRnet]

I know a number of you KR fliers are using uAvionix EchoUAT ADSB in and out units in your planes. In January, I received a notification from uAvionix that they would be offeringcredit on the Echo UAT units towards another purchase, or send a free altitude encoder to fix an issue with ongoing "Bario Alt" high error rates in the FAA PAPR reports. 2 months ago I was notified by the FAA that I had 45 days to repair my ADSB unit or it would be blocked, effectively denying me in-flight weather updates and access to Class B and C airspace. Sure enough, sometime in the last month my unit stopped receiving inflight weather, so must be blocked.

Yesterday I finally received the free encoder to add to the Echo UAT unit. This morning I installed the tiny solid state encoder and applied two software updates from my phone via wifi to the EchoUAT unit. The encoder comes with a plug and play wiring harness, so the installation is dirt simple. No harness to build, power to run or wiring to be done. After installation, I flight tested the aircraft, then pulled an FAA PAPR report and found no errors reported on my unit. Now to get the FAA to unblock my unit and allow me to start getting weather updates again. 

If you have not contacted uAvionix to request the free encoder for your EchoUAT, you can make the request on their web site at  You will need the specific model and serial number of your unit, but just fill out the form and uAvionix will eventually get the encoder to you. I found the update to be simple enough that I installed the encoder and software updates in all three planes this morning.

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> Inspection

[Jeff Scott via KRnet]

 

Congratulations!  Seems almost fitting to make this birth announcement on Mothers Day.  No doubt the A/W inspection will go well.
 

 



 
Tomorrow is the big day for my airworthiness inspection on WunderBird. Here she is sitting in the hangar waiting on the DAR.

 




Mark Jones (N771MJ)
Oldsmar, FL

 

flyk...@gmail.com

www.flykr2s.com







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Re: KRnet> Krs and grass strips

[Jeff Scott via KRnet]

 

 
Glad you're racking up the hours on the plane.  It deserves to be flown.

Sent: Monday, April 22, 2024 at 2:13 PM
From: "Zachary Martine via KRnet" 
To: "KRnet" 
Cc: "Zachary Martine" 
Subject: KRnet> Krs and grass strips


Howdy all, not much to contribute this time- just a nice wallpaper of 211LF, the most flown KR this year.*  and a bonus hangar shot from the Eclipse.
 

*Probably at least, 91 hours since February

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Re: KRnet> prop size

[Jeff Scott via KRnet]

FWIW, I was using a Prince 62"D x 66"P prop on the O-200 on my KR.  IMHO, I thought it was about as perfect of a match as one could make.  Easy cruise at 2550 rpm, but would turn up to 2750 if I wanted to run WOT.  The down side to the Prince Props at the time was the lack of leading edge protection, so it tended to pick up rock chips and was easily damaged if you flew in heavy rain.  On the other hand, I also found it quite easy to fill and repair. 

 

It's difficult to compare one prop to the next, especially on a KR.  Every prop manufacturer seems to caclulate their pitch differently, and every KR has a different drag component.  I worked very hard at drag reduction on mine over the years with some very good performance results that just weren't there when I first started flying it.  Less drag = more speed and higher rpms.

 

YMMV,

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Wednesday, March 27, 2024 at 2:25 PM
From: "Phillip Matheson via KRnet" 
To: "KRnet" 
Cc: "Phillip Matheson" 
Subject: Re: KRnet> prop size


Thanks Larry 
The reason I asked, I have had all sorts of low RPM issues. I used 

Thompson 60 x 70 = static 2100 wot 2400

Catto 60x 70 = 2300 and 2500 ( still the best prop) 

APP 69x 68 using now 2300  and 2500 if I drop the nose 

Any one have any better choices I would love to hear. But of course I can’t keep buying props. 

So now just putting time on the engine and finishing phase one testing time 

Phil 
Sent from my iPhone

 
On 28 Mar 2024, at 00:12, Larry Flesner via KRnet  wrote:
 




 

On 3/27/2024 12:03 AM, phillipmatheson--- via KRnet wrote:


Hi Larry old friend, hope you are well. Good to hear your ex bird is going well

Do you remember her prop size, and static RPM and also MAX RPM straight and level please

Phil

 +


211LF carries a Sterba prop, 60X68.  I returned it early on to be re-pitched as it seemed rpm was a bit low.  I couldn't tell any difference on return.  It's been a while but I recall wide open level flight gave 2800 rpm, static around 2400.  Zach has made a few changes as well as engine work so he could give more current info.

Larry Flesner
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Re: KRnet> what's this noise????

[Jeff Scott via KRnet]

 
 Best guess is a spun main bearing, but even I would be surprised if that's what it turns out to be.  Only way to find out is to tear it down.  Might as well get to it.  In 3 or 4 hours time, you'll have the answer and a game plan to repair it.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 2/25/24, 12:23 PM Mark Langford  wrote:
 
  My last flight in KR2 N891JF was back home from the KR Gathering at KMVN.  When I got back, I dumped the hot oil for an oil change, and the next day I adjusted the valves.  I try to do both every 25 hours.  The valve adjustment frequency seems a bit extreme, but what GPASC recommends, and with most VW heads I've had, two or three valves always needed adjustment.  I'm a bit picky about valve adjustments, because if you let an exhaust valve go too long without adjustment, it will eventually tighten up to the point that it never closes.  Once it reaches that point, it gets very hot very quickly, because it doesn't have the opportunity to dissipate its heat to the valve seat, and will stretch and break in short order.  Been there, done that, and it's no fun at all!  Having said that, I've been running Revmaster heads since John Bouyea and others have sworn by them, and guess what.the valves really hold their adjustment pretty close.  I may find one that needs a tiny fraction of a turn on the adjuster, but often they are all still perfectly adjusted!  Joe Horvath at Revmaster says it's all about the metallurgy of the head and valve seat material, and that works for me.  Superior cooling may be another factor.  
  So, while I was adjusting the valves a few days after I returned from the Gathering, I noticed a weird and ominous noise coming from the engine, like something large and steel was broken or loose.  Has anybody else every heard one that sounds like this when simply rotating the engine?  I'm just looking for a data point.  I don't recall the engine ever making this noise previously, and can only believe that if I'd heard it before, I'd have definitely noticed.  Listen to the short movie at   
  http://www.n56ml.com/n891jf/vw/wierd_volkswagen_noise.mov     (you may have to cut and post this into your browser)  
  Sorry about the camera moving around a lot during the prop rotation.  One arm is connected to the other, and when rotating the prop with the right arm, the left arm moves around too!  Note that the distributor and drive gear are removed, just so I could get a better look at the brass distributor drive helical gear on the crank, which appeared secured and in one piece, and because it eliminated those two parts as a source of the problem. 
  -- 
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL -- KRnet mailing list KRnet@list.krnet.org https://list.krnet.org/mailman/listinfo/krnet 
 

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Re: KRnet> Re: fun in a KR

[Jeff Scott via KRnet]

 
 I dunno.  My planes still get away from me and turn upside down pretty regularly.  🙃  But I'm not very good at this pilot stuff. -Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 2/24/24, 5:37 PM Larry Flesner via KRnet  wrote:

   > This is what's called "having fun in a KR" !!  Zach's face has 
   > taken on a permeate KR grin set.
   > https://www.flightaware.com/live/flight/N211LF/history/20240219/2124Z/KMDH/L%2037.83788%20-89.24823
   > Let that bird of yours see some sunshine.
   > Larry Flesner
   >
   > +++
   
   
   Zach said that in spite of the KR being light on the controls, he is 
   confident that he will be able to master "straight and level" with as 
   little as 25 more hours of flight time. 😳
   
   Larry Flesner
   
   
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Re: KRnet> Hello KR

[Jeff Scott via KRnet]

 


Damn the luck.  All this work and $$ to deal with.   Congratulations.  I've been watching your Conies posts.  Looks like a great place.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Tuesday, January 16, 2024 at 3:47 PM
From: "brian.kraut eamanufacturing.com" 
To: "krnet@list.krnet.org" 
Subject: KRnet> Hello KR



I was just clearing out a bunch of old mail from this email address that I almost never check anymore and thought I would say hello to all my old (yes, I am getting old also) KR friends.

 

Been a busy time since I was last active in KRs.  Bought an airpark house about 10 years ago and a Mustang 2 shortly after.

 

Unfortunately, have not had time to fly in the past few years.  I decided to open an ice cream shop for my wife 3 years ago and it has turned into an all consuming 100 hour a week job.  Not satisfied with that, we are building out a second shop now, looking for a third location, working on setting up for franchising, and in my spare time I started manufacturing freeze dried candy to sell just in our shop, but that quickly exploded to distributing in 80 something locations in 22 states and I might be the biggest freeze dried candy manufacturer in the southeast now.  When it rains, it pours.

 

Best way to contact me now is br...@coniesicecream.com.  One of these days I will be back in the game.
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Re: KRnet> (no subject)

[Jeff Scott via KRnet]

 
 You can reach him at .--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 10/31/23, 3:43 PM Myron Freeman via KRnet  wrote:

  
   Hi everybody, a fellow that goes by the name of J.L. Songbird sent me an email wanting to know how much shipping would be to Ohio for those KR newsletters and I found out and replied to him but his mailbox is full and there's no way I can let him know does anybody know him?
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Re: KRnet> 0200 engine mount rubbers

[Jeff Scott via KRnet]

Yes, they do tend to sag a bit.  And it is normal, although a bit 
disappointing.  You used to be able to buy engine mount bushing adapters that 
would fit in the the O-200 engine mount ears and allow you to use the smaller 
rubber bushings for the A series and C-85 engines.  I wasn't able to find any 
available on line with a quick look this evening.  The problem you would have 
doing that now is that were you to change, it would move your engine aft about 
3/4" of an inch, likely causing other fit and finish issues with your cowling.

-Jeff Scott
Arkansas Ozarks


> Sent: Monday, October 09, 2023 at 10:22 PM
> From: "Larry Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Larry Flesner" 
> Subject: Re: KRnet> 0200 engine mount rubbers
>
> 
> On 10/9/2023 7:11 PM, Phillip Matheson via KRnet wrote:
> > Can anyone advise if there is a modification or better mounts to stop the 
> > engine from sagging on the mounts.
> > Phil matheson
> >
> >
> > +
> 
> Phil,
> 
> It looks to be an alignment problem as much as a crush problem. The 
> mount does not appear to align perfectly with the engine. This can cause 
> the rubber cushion to deform.  Not sure how you can correct it without 
> heating / bending or otherwise re-aligning the mount.  There is another 
> way to mount and that is to convert back to an earlier Continental mount 
> but that would not fix an alignment issue.  Jeff Scott could better 
> advise on that and may have photos.
> 
> Larry Flesner
> 
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Re: KRnet> Re: The Gathering 2023

[Jeff Scott via KRnet]

 
 👍  The ride was my pleasure.  I was surprised so few wanted to go play.  🙂🙃-Jeff Scott Arkansas Ozarks --Sent from my Android phone with GMX Mail. Please excuse my brevity.On 9/21/23, 5:07 PM Ray_pilot via KRnet  wrote:

  
   The donation was extremely fair and probably a little late.  But glad we did it.
   

   
   
For me, I was thrilled to be there.  Get excited again about finishing my KR and fly it there.
   
   
I will do my darndest to make that happen for next year.
   
   
Was great to see everybody - old friends- catch up and talk aviation.
   
   
It is hard to remember a better weekend.  Wish there had been more time to catch up.
   
   
Didn't get a chance to have a long chat with everyone.
   
   
Thanks to everybody and I look forward to seeing you next year.
   
   

   
   
Jeff, thanks for the ride.  Had a blast.
   
   


 
  
   

 Ray_pilot
 
New Orleans

   
  
 


   
  
  
  
   
On Sun, Sep 17, 2023 at 5:47 PM Larry Flesner via KRnet  wrote:

   
   
 On 9/17/2023 5:42 PM, Larry Flesner via KRnet wrote:
 > and other things I'm sure I'm forgetting or unaware of.
 
 +
 
 Free restrooms / shower facilities and a port-a-potty at the camp site.
 
 Larry Flesner
 
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Re: KRnet> Light weight starter 0200

[Jeff Scott via KRnet]

 
 It is usually the Sprag clutch that fails.  You can order a new one from Niagara Air Parts in Canada.  After breaking two clutches, I upgraded to a light weight starter.  Much better unit, but read the installation video before you order.  Cutting off the pinion shaft inside the engine is not for the faint of heart, and you throw lots of grinding debris into the engine in the process.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 9/21/23, 12:27 AM Phillip Matheson via KRnet  wrote:

  Anyone have one they don’t need. My pull starter on KR2S failed today
   Or. Where is the best place to buy one. Thanks in advance 
   Phil Matheson 
   
   Sent from my iPhone
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KRnet> KR Gathering

[Jeff Scott via KRnet]

Well kids, If you are sitting at home today, you're missing some fabulously clear weather and an awesome, low key get together of the KR Family.  Competition for peoples choice may be difficult with the KR 360, which we haven't seen since Red Oak in attendance, along with John Scaffer's beautifully refurbished tri-gear retract KR, a very nice Corvair powered KR owned by Adam ??, the touched up KR formerly owned by Larry Flesner, and a few others.  If you're building, today would be your opportunity to talk to the experts or catch an introductory flight.  Some old friends no longer in attendance are sorely missed, but many are here.  It is like a family reunion, without the family fights.  😄-Jeff ScottArkansas OzarksFormer KR guy--Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> rule changes

[Jeff Scott via KRnet]

It is important to note that this is just the PROPOSED rulemaking to modify the 
Light Sport rule under MOSAIC and that the comment period for the new rule is 
currently open.  Comments are read and the rule can be changed based on the 
comments.  For instance, the maximum clean stall speed includes planes like the 
Cessna 172, but excludes the Piper Cherokee series aircraft, which miss by 
roughly 2 kts.  If sufficient comments suggest raising it by a couple of knots 
to include the Cherokee line and all the Cardinal aircraft, there is a very 
good chance that could happen.  Expect the actual rule to be announced at 
Oshkosh at the earliest next year.  If it doesn't make it by then, I could take 
until late fall.  But by all means, I would encourage all to comment to the FAA 
on the Mosaic NRPM.  The comment period closes on October 23, 2023!  Read the 
NRPM at 

 and use the link at the top of that page to enter an official comment.

FWIW, all three of my planes (SuperCub, Marquart Charger Biplane, and RV-6) 
will qualify to be flown as Light Sport under the proposed rule.  I am a happy 
camper, even though I don't have a need to fly under Light Sport Rules.

-Jeff Scott
Arkansas Ozarks


> Sent: Thursday, August 31, 2023 at 9:04 PM
> From: "Larry Flesner via KRnet" 
> To: krnet@list.krnet.org
> Cc: "Larry Flesner" 
> Subject: Re: KRnet> rule changes
>
> 
> On 8/31/2023 7:58 PM, patr...@gmcmotorhome.com wrote:
> > Note that the stall speed requirement is for "clean" stall speed.  Of 
> > course, nobody really polices amateur built LSA compliance... 
> 
> ++
> 
> The old "clean stall speed" was at or slightly higher than the published 
> stall speed of the KR.  The published stall speed in the plans of the KR 
> is now notable less than required and the KR built to plans is "clean" 
> as the plans do not include flaps.  It would seem to me that the cloud 
> has lifted if the changes are accepted.
> 
> Larry Flesner
> 
> 
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Re: KRnet> Re: Props for the 0-200

[Jeff Scott via KRnet]

 
 FWIW. I found the Pronce 62 x 66 prop to be the perfect combination on my O-200 powered KR.  Shortening the prop to 60 inch Diameter, 68 inch pitch would be about right.  I flew with a lot of different combinations if ignition, compressions, headers etc, and operated from very high altitude runways.  That seemed to be about the perfect combination.-Jeff Scott Arkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/26/23, 8:41 AM William Walsh via KRnet  wrote:

  
   Thank you Larry, I was thinking a 68 would perform much better. Guess I needed a second opinion. This is just a stock 0-200 keeping it simple.
  
  
   
   

 On Sat, Aug 26, 2023 at 6:02 AM Larry Flesner via KRnet  wrote:
 


  On 8/25/2023 6:35 PM, William Walsh via KRnet wrote:
  > Same here 60x74
 
  +
 
  Ed Sterba recommended a 60X68 for the stock 0-200 mounted in an aircraft
  with the speed range of the KR.  That seems an ideal climb / cruse prop
  for the 0-200 in a KR.  I don't know how Ed Sterba's numbers compare to
  other prop makers.  If you go with higher compression, electronic
  ignition, smaller flat plate area aircraft, you can start bumping those
  numbers up by some amount. You're on your own at that point in finding
  the right prop.
 
  Larry Flesner
 
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Re: KRnet> Questions for those with RV wheelpants

[Jeff Scott via KRnet]

 
 I used 5:00x 5 tires on my KR, then installed the wheel pants for an RV-6.  Obviously the intersection fairings for something like an RV-8 will come closer to fitting.  I've got a web page dedicated to the wheel pants and intersection fairing construction and installation, including my fix for the chronicle cracking mounting brackets. ;-Jeff ScottArkansas Ozarks --Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/6/23, 7:43 PM k...@bouyea.net wrote:

  
   My wheelpant brackets have broken again. Part of living on a turf strip I know but replacing them is getting a bit tiresome.If I’m making new brackets, I’m thinking of gaining the reported speed increases with the RV “pressure recovery” style. I have 5.00x5 tires on N133RM.
   Q1: Which pants “size” did you install? There are 2; one for the RV12 model and the other larger one for everything else.
   Q2: What tire size do you have?
   And I guess Q3: Can you share any information about how you mounted them?
   Thank you.
   John Bouyea / OR81/ Hillsboro, ORN133RM KR-2S – imported, fixed & flyingwww.bouyea.net/N133RM
    
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Re: KRnet> 3rd test flight

[Jeff Scott via KRnet]

 
 Nice!  Congratulations.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 8/6/23, 3:10 AM Phillip Matheson via KRnet  wrote:

  Did another hour flight today, just putting some time on overhauled engine. Some photos? If they don’t work, I’ll send to Mark L and ask nicely if he could add then 
   Phil Matheson
   KR2Ss 
   0200
   Australia 
   
   
   
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Re: KRnet> Re: Any other KRs flying to OSH this year?

[Jeff Scott via KRnet]

 
 I'm here at OSH in the RV.  I'll try to make it over to the forum. -Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 7/19/23, 7:57 AM robert7721--- via KRnet  wrote:

  
   Chris,
   Mark,
    
   Just use the attached two signs. Use the HBP when you get off the runway.
    
   Then use the Auto Engine one when you get close. They will park you right in front of the Homebuilt Headquarters.
    
   I can never remember the row number myself, but these work great!
    
   Rob Schmitt
    
    
   
From: KRnet  On Behalf Of Chris Pryce via KRnetSent: Tuesday, July 18, 2023 9:26 PMTo: KRnet Cc: Chris Pryce Subject: Re: KRnet> Any other KRs flying to OSH this year?
   
    
   
I'll be there. What row do we park in again? I like to put the number on the sign.

  


 Chris Pryce

   
    
   

 On Tue, Jul 18, 2023, 17:52 ROB SCHMITT via KRnet  wrote:


 
  I am at OshKosh, but drove up this year with wife and grandkids. My KR is still flying great, just decided to bring the grandkids this year. I’ll see everyone at the forum.
  
    
  
  
   Rob Schmitt 
  
  
    
   
Sent from my iPhone
   
   


 On Jul 18, 2023, at 7:27 PM, Mark Langford  wrote:

   
   

  
 Is anybody else planning on flying a KR to OSH this year?  I do, to give the forum, and will try to snag our usual place out front of Homebuilder HQ, although Rob Schmitt may have already done that for us.  At this point it looks like the weather will be cooperative, and a decent week in general.  
 The KR "Builders and Pilots" Forum will be at Forum Stage 3 at 11:30 on Monday July 24th.  After the forum we'll wander to the flightline for KR show and tell and to answer questions that might arise.
 -- 
 Mark Langford
 m...@n56ml.com
 http://www.n56ml.com
 Huntsville, AL
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Re: KRnet> Fwd: 0200 A propeller

[Jeff Scott via KRnet]

Wow.  That sounds like either the pitch measurement is way off, or the engine is sick, like incorrect ignition timing.  The prop I ran on my O-200 was 62"D x 66"P.  That would turn 2700 in level flight.  I agree that 70" pitch would be a bit too coarse, but it should still turn up a lot more than 1950 rpm.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Saturday, June 24, 2023 at 7:50 PM
From: "Phillip Matheson via KRnet" 
To: "KRnet" 
Cc: "Phillip Matheson" 
Subject: KRnet> Fwd: 0200 A propeller


 

Subject: 0200 A propeller
 



I have a overhauled 0200 not pulling enough static RPM
Ground Clearance is a concern, so need about 60 dia
I have a Thompson 60”d x 70 “pitch only pulling about 1950 rpm. (Using calibrated digital tach.  Should be about 2200. Static. Has had a short maiden flight. But a concern. 
Engine is Continental 0200A 100 hp @  2750rpm
Would anyone have something less chunky to test please, beg borrow steal. 
Phil matheson , southern NSW. Australia 
0408665880


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Re: KRnet> Re: ADS-B OUT

[Jeff Scott via KRnet]

 
 I also use the Echo UAT in all three of my planes with varying degrees of success.  They all work well, but some report higher error rates than others.One thing to note when shopping for an ADSB Our solution is that the UAT solutions are relatively low power and have a very short broadcast range as compared to a 1090-ES solution for ADSB Out.  The UAT transmitters broadcast at a nominal 5 watts, while 1090 -ES is part of your transponder output and is broadcasting at roughly 170 watts.  What that means in practical terms is that your UAT-Out signal is only good for about 20 miles, while the 1090-ES signal typically reaches out close to 200 miles.  In some of our cases, the shorter range of a UAT transmitter may be desirable as you won't show up on Flight Aware type tracker apps unless you are close to a population center.  However, in some instances, in particular with the tail beacons and wing tip beacons, if you are flying on an IFR flight plan, sometimes Center will lose your ADSB Out tracking, which becomes a bit of an annoyance to them and can lead to them filing a complaint with the FAA about your equipment malfunctioning.  I've seen it happen to a pilot using a tailbeacon UAT Out that way properly installed and configured. -Jeff ScottArkansas Ozarks--On 6/22/23, 9:15 AM Roger via KRnet  wrote:

  I installed the Uavionics Echo coupled with Safefly 2020gps. This gives me adsb out and in with weather while en route. I have no issues with it. It’s just a wee bit more work to install than with the tail beacon. The traffic and weather in makes it worth it. It talks to Foreflight app on my pad or phone and is wired to my efis. 
  
   Good luck
   
   
Roger



 Sent from my iPhone


 
 
  On Jun 21, 2023, at 11:16 AM, mark jones via KRnet  wrote:
  
  
 


 
  
  
   Question:
   
Does anyone know of a way to use an existing KT-76A transponder as an ABS-B OUT system?
   
   


 
  
   

 Mark Jones (N771MJ)
 
  Oldsmar, FL
 
 
  
 
 
  flyk...@gmail.com
 
 
  www.flykr2s.com
 

   
  
 

   
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Re: KRnet> Re: flight report 211LF

[Jeff Scott via KRnet]

 
 The nice thing about the Aviation Products tailwheel frsme shown in the photo is that you can snug down the 1/2" nut on the top to add sufficient drag to the tailwheel steering bushing that it will damp out the shimmy in all but the very worst configurations without losing the ability to actually steer the plane. -Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 6/15/23, 10:51 AM Michael Quinn via KRnet  wrote:

  
I would say a problem is absolutely the pivot angle.   It should be /   not \ 
  
  
   
  
  
Think about a shopping cart - do you know why the wheels on some shimmy like your tailwheel?  They have been banged into curbs and what not and bent backwards like \
  
  
   
  
  
I have straightened more than a dozen aircraft tail wheels that do have the shimmy.
  
  
   
  
  
Yours might be masked by the tight springs acting as a dampener.  
  
  
   
  
  
When I rebuilt a pitts special - the design specified that a link on each side needed to be able to be turned 90 degrees before tension on the spring.  What this allowed is the tail to track differently than the rudder.  
  
  
   
  
  
If one was to land with a cross wind in a slight crab - tail turned a bit... if doing a 3 pointer, you would shoot off to the landing light in microseconds if the wheel was not allowed to move differently from the rudder.
  
  
   
  
  
I guess if it works for you and you feel it is right - keep it.
  
  
   
  
  
M.
  
  
  
  
   From: KRnet  on behalf of Flesner via KRnet  Sent: Wednesday, June 14, 2023 8:32 PM To: krnet@list.krnet.org  Cc: Flesner  Subject: Re: KRnet> flight report 211LF
   
 
   
  
  
   Two things:
   General consensus is the angle of my tailwheel pivot is wrong and susceptible to shimmy.  That may be correct but I've never had a problem.  Those springs are Maule anti-shimmy springs.  Not sure if they are needed or not. Yes, the springs are each different.
    Second, notice my rudder horn is doubled.  All my cable attach points are in double shear.  I was especially concerned with the elevator horn and doubled it as one of the few control system failures I'm aware of in a KR was a broken elevator horn  and there is no good ending if that happens.
   Larry Flesner  
   


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KRnet> O-200 cylinders for sale.

[Jeff Scott via KRnet]

I have a set of 4, O-200 cylinders coming to me on June 1 that will be for sale.  These are Superior cylinders with 130 hrs since new and will include the pistons and rings still mated with the individual cylinders.  You can install them with the pistons "as is" without the need to do a new "break-in".  $3000 for the set and will only be sold as a set of 4.-Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> Re: engine cost 0200 corvair

[Jeff Scott via KRnet]

 
 I'm saying based on my budget and 50 years experience in Experimental Aircraft, the reliability of aircraft engines is worth it to me.As for BRS, I'm not interested in hauling that weight around.  Hull insurance also doesn't interest me.  In my mind, my airplanes are toys.  If one gets destroyed, I'll write it off and build another.  I put my money in not destroying them in the first place.I have no interest in flying behind a converted auto engine.  That doesn't mean I think you shouldn't.   Only that it is the right decision for me based on my experiences and airplane budget.  Do Continentsls and Lycomjngs fail? You bet they do.  But they rarely fail without some strong indications that things aren't right.   You only have to listen to them.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 4/23/23, 2:04 AM Steve Loebs via KRnet  wrote:

  
   
Hello Jeff, you wrote:

 

   
   

 
  
   The days of a $10,000 overhaul for an aircraft engine are gone and this makes the Corvair a more attractive engine for planes like the KR.  Would I go that route?  No.  But that's me and based on my experience and my budget.  My opinion by no means should be construed to say choosing another engine platform is wrong for anyone else.
  
 


 


 Are you saying that the extra expense of the O200 is worth it for the additional reliability that it provides? If so, would your opinion change about the Corvair if your plane were fully insured and had a BRS parachute? How do you feel about the 100 hp Revmaster 2300 with the turbo?

   
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Re: KRnet> engine cost 0200 corvair

[Jeff Scott via KRnet]

The O-200 has been a bargain engine for some time.  However, more recently machine services, cylinders, crankshafts and other parts costs have skyrocketed.  An O-200 with a serviceable crankshaft is a bargain.  An O-200 without a serviceable crankshaft is a door stop.  A new crankshaft now exceeds $8000.  Compare that to the $1670 I paid for the new crank for the O-200 I had on my KR in 1999.   Same goes for the Lycoming engines. 

 

I just completed a MOH of an O-290 Lycoming as a pro bono service for the local EAA Chapter.  I threw in several hundred $$ of materals from my own inventory.  The only outside services we paid for were to have the crankshaft and camshaft machined and basic cylinder overhaul.  That added up to nearly $5000 in machine shop services, and close to $10,000 in parts by the time I was done.  This included me going through the carb,  outside overhaul of magnetos, new harnesses, new bearings, pistons, rings, starter, alternator, regulator, engine mount, and mount bushings.  However, this engine is like new and ready to bolt on and fly. 

 

The days of a $10,000 overhaul for an aircraft engine are gone and this makes the Corvair a more attractive engine for planes like the KR.  Would I go that route?  No.  But that's me and based on my experience and my budget.  My opinion by no means should be construed to say choosing another engine platform is wrong for anyone else.

 

I have a C-85 with O-200 crank build to do as soon as I have the time available.  It's just not an inexpensive proposition anymore.

 

-Jeff Scott

Arkansas Ozarks

A&P/IA

 

 

 
 

Sent: Friday, April 21, 2023 at 4:54 PM
From: "Steve Loebs via KRnet" 
To: "KRnet" 
Cc: "Steve Loebs" 
Subject: Re: KRnet> engine cost 0200 corvair


Yeah, I thought the "$10,000 +/- 40% either way" was a typo, that is why I asked you twice.
 


On Fri, Apr 21, 2023 at 1:35 PM Flesner via KRnet  wrote:

On 4/21/2023 1:49 PM, Steve Loebs via KRnet wrote:
> Since you have experience with the O200, what is a rough low end price
> for an O200 that has just been overhauled?

+





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Re: KRnet> Re: engine cost 0200 corvair

[Jeff Scott via KRnet]

 
 The IO-240 Continental is quite different from the O-200.  It is basically a 4 cylinder version of the Continentsl IO-360, which, IMHO, is a really solid engine.  It also shares most parts with the IO-360, which makes parts availability reasonable.  It would make a good engine for a scaled up, heavier KR and is comparable to a Lycoming O-235-L2C for performance.  For the right price, I would use one.-Jeff Scott--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 4/21/23, 5:59 PM Flesner via KRnet  wrote:

  On 4/21/2023 5:45 PM, Flesner via KRnet wrote:
   >
   > Here is an engine that would make a rocket of a KR.
   
   https://www.barnstormers.com/classified-1525747-Cont-IO-240F-engine.html
   
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Re: KRnet> new owner

[Jeff Scott via KRnet]

 


They didn't excommunicate me (or execute me!) after I sold my KR and went to the dark side, so I think you're safe. 

 

-Jeff Scott

 

Sent: Thursday, April 20, 2023 at 5:49 PM
From: "Flesner via KRnet" 
To: krnet@list.krnet.org
Cc: "Flesner" 
Subject: KRnet> new owner


Fellow Netters,

After 13 years building and 20 years flying I have passed 211LF to a new generation of fliers.  This 78 year old owner handed the key to the magic carpet to the new 23 year old owner that thinks it's Christmas in April. 

-snip--

Many of my most cherished life memories are the friends I've made in attending the 30+ Gatherings.  The KR has only missed one Gathering since 2004.  Even though I sold the KR I intent to remain at least an "honorary member" of the KR community.   See you all at Mt.Vernon.

Photos below:

Larry Flesner




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Re: KRnet> Hapi engine wires?

[Jeff Scott via KRnet]

 


I would think they likely go to the bridge rectifier for the charging system.

 

-Jeff Scott

 

Sent: Sunday, April 16, 2023 at 5:31 PM
From: "dee david via KRnet" 
To: "KRnet" 
Cc: "dee david" 
Subject: KRnet> Hapi engine wires?


Hi folks
I have a question for al you HAPI gurus...

 

 
I'm about to start my KR. there are 3-wires coming out of the case.

What are they for?

 

Dee


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Re: KRnet> bulkheads for spinners

[Jeff Scott via KRnet]

 


That would work if it is the correct diameter.  Had I have known ACS Products was going to stop producing those spinners, I would have pulled molds of the bulkheads and fabricated new ones from CF.  Back tracking and building them from scratch could be done, but I just don't have the time any time soon.  I don't expect the guy that bought my plane would want to ship the spinner bulkheads to me from Canada so I could pull molds from them. 

 

-Jeff Scott

Arkansas Ozarks

 



Sent: Thursday, February 23, 2023 at 3:05 PM
From: "n357cj via KRnet" 
To: "KRnet" 
Cc: "n357cj" 
Subject: KRnet> bulkheads for spinners




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> Re: Canopy failure question

[Jeff Scott via KRnet]

The key here is to have a simple secondary latch or catch should the primary latch either fail, or in my case, I forget to latch it.  My RV has a simple handle at the back of the canopy frame that I rotate 90 degrees when I close the canopy.  When rotated 90 degrees, the handle overlaps the bottom of the turtle deck frame and acts as a safety should I fail to lock the primary canopy latch, which has happened a few times.  -Jeff Scott Arkansas Ozarks
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Re: KRnet> Multi subject. VW2180 magneto, electronic ignition and more

[Jeff Scott via KRnet]

 


FWIW, the Mercury Outboard engine I had used that same bridge rectifier to rectify the AC output from the Dynamo to DC, then was regulated downstream from there with a voltage regulator.  One side of the Dynamo coils failed with the other side still working, effectively making the rectifier a half bridge.  That caused the voltage regulator to go to full voltage driving the voltage to 18V.  I smoked a number of those rectifiers, a voltage regulator, and 3 CDI modules before I finally found the problem in the dynamo coils.  So, no, those bridges won't survive long if they are running at full current capability.  But that kind of demand is rare unless there is another problem driving it.

 

-Jeff Scott

Arkansas Ozarks

 

Sent: Wednesday, November 16, 2022 at 3:55 PM
From: "John Gotschall via KRnet" 
To: "KRnet" 
Cc: "John Gotschall" 
Subject: Re: KRnet> Multi subject. VW2180 magneto, electronic ignition and more



 

 

So I think someone said they had seen one of those big recifiers failed in a golf cart charger?

 

I can imagine that, a 50 amp rectifier running near 50 amps pushing a golf cart battery might fail.  I have never been tasked to repair a golf cart charger.  The larger battery and lift fork truck chargers I have serviced use a different higher current rectifier with heat sinks.

 

It's unlikely to have that 50 amp load situation pulling only 5 amps or so for ignition through that 50 amp rated rectifier.  1/10th the load rating is a pretty safe operating arena.  I hope that electric ignition does not pull more than a few amps?  If it pulls 50 something else is wrong (it's on a fuse or breaker?)

 

Jg

 

 

 

 

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Re: KRnet> Re: JB Weld

[Jeff Scott via KRnet]

It may not have been alcohol that damage the JB Weld.  Take a look at the web site I listed in my previous email.  My tanks were never exposed to alcohol, but were destroyed by the other additives (primarily injector cleaner) now found in most auto gas.  I tested the alcohol free premium fuel from several local stations only found no alcohol, but other additives that would damage epoxies with the exception of one station.  Last spring the station manager there mentioned to me that his jobber had forced him to change to a different premium mogas.  Like all the other stations in this area, it was alcohol free, but failed the other test I had devised and was unsafe for use in my planes.  I have been running all 3 of my planes on a diet of straight 100LL  ever since I lost my last usable mogas source last spring. There are other chemicals now being added to most auto fuels that may damage composite tanks or other components in your fuel system.-Jeff ScottArkansas Ozarks --Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> JB Weld

[Jeff Scott via KRnet]

JB Weld is simply an epoxy product with loaded with some fillers to give it a more viscous wet consistency and a relatively hard finish. I wouldn't use it anywhere you wouldn't consider using any other epoxy resins. If you prep an aluminum (or composite) surface for bonding, you'll find JB Weld, as well as most other epoxies such as West or T-88, will work well to stop a pinhole leak.If you want to read some read fuel tank horror stories and how I rebuilt them, I suggest reading a a couple of pages on my web site .Under the SuperCub files. There is a page labeled "Mogas vs Composite Tanks". Lots of good info there about additional chemicals added to mogas that literally melted the composite fuel tanks in my SuperCub clone. Additionally, I have a number of photos and descriptions as I cleaned up the ruined tanks and quite literally built new tanks inside the old tanks.Under the RV-6 files, about half way down page 5 labeled "Flight Prep and Test Flying" you'll see the process I used to overhaul a leaky aluminum tank on my RV-6. I currently have the other tank out for overhaul and am using the exact same process.-Jeff ScottArkansas Ozarks--Sent from my Android phone with GMX Mail. Please excuse my brevity.
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Re: KRnet> Re: Gathering 2022 Photos Page Published

[Jeff Scott via KRnet]

 
 The photographer was Dan Johnson, the EAAs Light Sport point guy.  You can contact him through the EAA as he writes a monthly column in Sport Aviation.--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 10/10/22, 3:31 PM "ml.simmons--- via KRnet"  wrote:

  
   

 Does anyone recall who took the group photos in front of the hangar?
 


 


 -- Mike Simmons

   
   

   
   

   
  
  
   

  On Monday, October 10, 2022 at 10:28:35 AM PDT,  wrote:


 


 


 
  
  
   
Thank you for the input. Grammatical error corrected.
I wish we had as many people submitting photos as we do pointing out a simple web page editing mistake. 

John BouyeaKR-2S/ OR81/ Hillsboro, OR2015 - 2023 KRGathering.net Web Guy


   
 
  
 
 
  Subject: Re: KRnet> Gathering 2022 Photos Page Published 
 
 
  
   Should read "Fifty-First"
  
 

   
  
 
 
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Re: KRnet> question for chemist

[Jeff Scott via KRnet]

Larry,

 

The question you asked is what is called washing gasoline.  At fly-ins about 20 or 25 years ago, there were guys selling gizmos for washing the alcohol out of gasoline.  The problem is that what is left is not a finished gasoline fuel you would want to feed even to your low compression O-200.

 

So, the answer to your question is... Yes, you can wash the alcohol out of fuel.  It's a pain in the butt as it takes some time, but you can add water to the fuel, shake it up, then drain off the water alcohol mix from the bottom after it precipitates out. 

 

The chemical issue is as follows.  The refineries don't produce a finished gasoline.  They produce what is called feed stock.  Then they add chemicals to boost the octane of the feed stock to something usable and that becomes the finished product you get at the gas station.  One of the octane boosters used is alcohol.  So, if you have an 88 AKI [Anti Knock Index (R+M/2)] that is 10% alcohol, once you wash all the alcohol out of the fuel, you now have the original feed stock which (if memory serves me correctly) is about 82 or 83 AKI.  When converted to a Motor Octane Nating for aircraft, the octane number is something well down into the mid to low 70s.

 

Note that I use the term AKI (Anti-Knock Index) rather than Octane.  In the US, go the the gas station and read the labels on the pump.  What we commonly call octane rating is actually an Anti-Knock Index rating and is not the same as the Octane rating used for Avgas.  There are two different methods for determining octane numbers.  One is called the Research Method (RON or Research Octane Number).  The other is called the Motor Method (MON or Motor Octane Number).  You will also notice the octane ratings for gasoline in Europe are also significantly higher as compared to the AKI ratings at the American pumps.  It isn't that Europe has better gas.  They just calculate the Octane differently.  Europe uses the Research Method (RON) for determining the Octane of a fuel and that is what is posted at the pumps.  Aviation uses the Motor Method to determine Motor Octane Number (MON) of a fuel.  The pump gas in the US uses a combination of them, thus the R+M/2 marked on the pumps.  That is Research Octane Number of the gasoline, plus Motor Octane Number of the gasoline added together, then divided by two to determine the Anti-Knock Index (AKI) of the fuel.  Just to add confusion to the fuel fire, the AKI number is also often times referenced as the Pump Octane Number (PON).  So that gives us RON, MON and PON, which is a combination of RON and MON.

 

Once upon a time, I wrote a simple spread sheet used to calculate the actual Motor Octane Numberof a fuel to be used in an aircraft when mixing fuels with AKI Index ratings and MON ratings as I was mixing fuels in my aircraft and had friends with high compression aircraft engines that wanted to be able to mix fuels.  So, I calculated a lookup spreadsheet that made a comparison of the RON, MON and AKI of any given fuel if you had one of the numbers.  I won't propagate the spreadsheet as it was a non-scientific estimate on my part that I put together just using a bit of information gleened from various sources.  But the end result was that I could plug in a quantity of one type of fuel and add in a second quantity of a differently type of fuel, and get out a usable MON Octane number for the mixed fuel for aircraft engines that was usable for my purposes. 

 

Hope this clears up the Chemistry question and reduces (or maybe adds to) the confusion of mixing octane numbers between cars and aircraft. It's best to just remember that they aren't the same.

 

-Jeff Scott

Arkansas Ozarks

 
 

Sent: Friday, September 30, 2022 at 5:56 PM
From: "Flesner via KRnet" 
To: krnet@list.krnet.org
Cc: "Flesner" 
Subject: KRnet> question for chemist


On 9/30/2022 5:22 PM, MS wrote:


 

If only I could be king I would straighten these unfortunate situations out . . . .


++

Train wreck  Train wreck !!!  Looks like  my original post has gone off the rails a bit.  My PRIMARY CONCERN is what alcohol does / will do to my fiberglass tanks and any other untested component in my fuel system.  My fuel system, as well as most, is a series system of components and the failure of any one component is a 100% failure of the system.  Aircraft approved for auto fuel use are approved for "alcohol free" fuel.  I have no way of knowing how the dozens of seals, gaskets, fuel lines, pumps, shutoff valves, etc. designed for use with my 80 year old engine technology will react with alcohol and I don't intend to take it to 5000 feet to test it.  I was simply looking for an option, if it is do-able and convenient, to the price of 100LL with it being a well proven fuel.  I don't want to duplicate what a friend did years ago with his big Stinson Gullwing when he used the wrong brake fluid and it caused some "O"

Re: KRnet> New Member intro

[Jeff Scott via KRnet]

Some of you guys might want to consider picking up a project to finish.  It will put you years ahead and save a ton of $$ as well as time.  Steve Bray's unfinished project was on display at the Gathering at an attractive price.  6 months of work, if you work slowly, and it would be flying.  It's inexpensive enough that you can swap out the VW for your Corvair if that's the route you want to go.  It also comes with the plans that will transfer to you with the bill of sale.  There's nothing wrong with this build.  Steve's build partner passed away and construction stopped at that point with the plane sitting on it's gear, wings finished, fuselage finished, instrument panel loaded and nearly finished, engine mounted up front, and the aircrat finish painted.  If anyone has any questions about the workmanship, the SuperCub I was flying at the Gathering this year was Steve's build partner's other project.  I bought and finished it 10 years ago.

 

-Jeff Scott

 
 

Sent: Tuesday, September 27, 2022 at 5:07 PM
From: "thomas mcavoy" 
To: krnet@list.krnet.org
Subject: Re: KRnet> New Member intro


Hi Folks 
 

Hello, KR2 Listers! I have bought a corvair  engine  and just need plans  but i might have to wait until the freenet stuff is uploaded 

 

any ideas 

 

 

 


On Tue, Sep 27, 2022 at 3:34 PM Joshua Rimmer via KRnet  wrote:


Hello, KR2 Listers! I am a new member, here moistly to lurk and read archives. I have been interested in the KR2 for at least 30 years, but am still not certain what airframe IO will actually build. I am in the Louisville to Lexington KY corridor.
 

Josh Rimmer

gunnut1...@gmail.com

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No trees were killed in the creation of this message, 

however many electrons were terribly inconvienenced

although they have a high affinity to localized distributions


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Re: KRnet> Re: Re: radio problems

[Jeff Scott via KRnet]

 
 Obviously you are correct.  The rest of us dunderheads have been so foolish wasting money buying panel mounted radios that clearly lack the functionality of using a handheld.  😖--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 9/18/22, 12:38 PM Flesner  wrote:

  On 9/17/2022 10:08 PM, Jeff Scott wrote:
   >
   > Yes. Clearly it works as good as any properly installed radio. So 
   > you're posing these questions for a friend? 🙂
   
   ++
   
   I detect a note of sarcasm there. No, the questions were for me but 
   hoping the answer will help others.   I'm guessing that Michael Quinn 
   was probably correct with his "open ground" guess. In troubleshooting 
   this morning I unplugged the cables from the top of the radio that feed 
   the intercom.  They had not been touched for at least a dozen years.  
   Simply unplugging them and plugging them back appears to eliminate the 
   problem.  As I have an extension cable from the radio to the rear 
   mounted intercom I have several more jacks that I will include in a 
   cleaning of all the plug / jacks in the system.  I can't guess why it 
   would clear in the past but a near total failure on the last flight was 
   enough motivation to find and fix the problem.
   
   As to your "suggestion" that it "clearly works as well as any properly 
   installed radio", how many dash mounted units go a dozen years or more 
   trouble free.  Comparing it to a dash mounted unit, I have a 5 watt, 720 
   channel nav/com with 4 weather channels, 100 memory channels, a standby 
   flip flop channel with the press of a button, I've regularly 
   communicated with the local tower at 20 to 40 mile out, other aircraft 
   at a greater distance, and picked up transmissions from a jump plane at 
   altitude at 80+ miles.  Also, if I wish, I can remove the radio, slip on 
   a battery pack and antenna, and in less that a minute I have a portable 
   radio.  I'm not sure what features or performance $1000 more for a panel 
   mount would buy me.  In the end no radio is better than the antenna 
   feeding it anyway, regardless of price.  More often than not that is the 
   problem with a poorly operating radio.  I'm fixed for now and hope to 
   get back to regular flights soon.  Have a good week.
   
   Larry Flesner
   
   
   
 

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Re: KRnet> Re: radio problems

[Jeff Scott via KRnet]

 
 Yes.  Clearly it works as good as any properly installed radio.  So you're posing these questions for a friend? 🙂--Sent from my Android phone with GMX Mail. Please excuse my brevity.On 9/17/22, 9:42 PM Flesner via KRnet  wrote:
 
  
   On 9/17/2022 9:01 PM, Michael Quinn via KRnet wrote:

   
   
   
 Hopefully you discover what is happening with yours - I would start by checking your nuts.  And screws.


 

   
 M.

   
   
  My system is rather devoid of nuts and screws.  I use a simple 5 watt handheld using aircraft power, external antenna, hooked to a two place intercom velcroed to area behind my seat.  Works a well as a $1200 panel mount.  All components nearly instantly removable and quite accessible.  I'll keep you posted. 
  Larry Flesner 
   


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Re: KRnet> KR-2 For Sale in Jackson Tenn

[Jeff Scott via KRnet]

 


Since I go over to visit Steve regularly, I have looked this plane over pretty closely.  It has Diehl Wings that are much nicer than the ones that were on my KR and fuel tanks built into the wings.  It has a panel full of instruments.  It needs some final fit and finish on the cowl, the engine and exhaust configuration completed, the electrical wiring completed and a prop.  The paint and finish on the fuselage and wings is very well done.  Many of you saw (and rode in) my SuperCub at the KR Gathering this year.  The guy that built this KR with Steve is the same guy that was building the Cub.  Unfortunately, he passed away before completing these planes.  I bought the SuperCub project and finished it 10 years ago.  Steve needs someone to take custody of the KR to finish bringing it to life.  Both planes were expertly built.  The KR comes with the full set of plans as well.

 

-Jeff Scott


Arkansas Ozarks

 

 


Sent: Friday, September 16, 2022 at 12:29 PM
From: "Marc Baca via KRnet" 
To: "KRnet" 
Cc: "Marc Baca" 
Subject: KRnet> KR-2 For Sale in Jackson Tenn




Hello All: Steve Brae has a 80% complete KR 2 (nice workmanship) sitting on a tri gear with with Matco brakes, a Revmaster 2100 and exhaust. I recall some gauges in the dash. (you can ask if it has a gas tank) Needs a carburetor. I believe he was asking $5000. Located in Jackson Tennessee. You can reach him at (731) 444-0163

 

Marc Baca

Just helping him list



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Re: KRnet> Engine Mount Right Thrust

[Jeff Scott via KRnet]

Phil,

I have the Rand Robinson drawings for the O-200 engine mount.  It is
absolutely dead straight, and is what I had on my KR.  Drop me an email
if you want a copy of the drawings and I can send them out as a .pdf
file.

-Jeff Scott
Arkansas Ozarks

> Sent: Wednesday, August 31, 2022 at 11:06 AM
> From: "phillipmatheson--- via KRnet" 
> To: krnet@list.krnet.org
> Cc: phillipmathe...@bigpond.com
> Subject: Re: KRnet> Engine Mount Right Thrust
>
> Making a new engine mount, having trouble finding info.
> I am using Steve's nVaero 0200 mount, so made a Jig from it to move engine 3
> inches forward. It does not appear to have any Right thrust.
> SO, did you guys with the KR2S or SS with the bigger engines, put thrust (
> Left or Right) into you built, if so, how much, I would think normally, a
> mount should have some slight down and Right thrust??? If so how much, and
> how did you work it out?, IF NOT, does you bird perform OK.
> My engine , 0200 came from a Victor Airtourer, I have its mount, it has a
> lot of Right thrust, MY LAME mate, has a T18, 0320, he says his has heaps,
> when you look at it, and could have had more , to save all the right rudder
> in normal cruise.
>
> Regards
> Phil Matheson
> Australia
>
>
>
>
>
>
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KRnet> General Aviation News This Morning

[Jeff Scott via KRnet]

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

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



-Jeff Scott
Arkansas Ozarks

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Re: KRnet> Radio

[Jeff Scott via KRnet]

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

  Does anybody have an Icom hand self radio they want to part with? I went out to fly this morning, and mine dialed into the dark side and died.
  
   Lee Van Dyke
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Re: KRnet> Re: Tailwheel wanted

[Jeff Scott via KRnet]

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

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

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

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Re: KRnet> Tailwheel wanted

[Jeff Scott via KRnet]

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

-Jeff


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

[Jeff Scott via KRnet]

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

Phil,

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

-Jeff Scott
Arkansas Ozarks

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Re: KRnet> sloshing Wing tanks

[Jeff Scott via KRnet]

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


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

   

 
   
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KRnet> Tank Construction

[Jeff Scott via KRnet]

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

[Jeff Scott via KRnet]

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

 

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

 

-Jeff Scott

Arkansas Ozarks

 
 

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

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

Brett Lombardi

N718KR 
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KRnet> Lodging at the gathering.

[Jeff Scott via KRnet]

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

[Jeff Scott via KRnet]

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

-Jeff


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

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Re: KRnet> Kr2s or SS- 0200 POH

[Jeff Scott via KRnet]

My former KR.


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

-Jeff Scott
Arkansas Ozarks

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

[Jeff Scott via KRnet]

 


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

 

-Jeff Scott

Arkansas Ozarks

 

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


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

 




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Re: KRnet> KR -2 brakes.

[Jeff Scott via KRnet]

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

 

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

 

-Jeff Scott

Arkansas Ozarks

 
 

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


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

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

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


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


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


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



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Re: KRnet> First landing in a KR

[Jeff Scott via KRnet]

 

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

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

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

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KRnet> Propeller discussion

[Jeff Scott via KRnet]

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

 

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

-Jeff Scott

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

[Jeff Scott via KRnet]

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

 

-Jeff Scott

Arkansas Ozarks

 
 


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



rnet




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Re: KRnet> Dealing with the FAA on rebuild

[Jeff Scott via KRnet]

Craig,

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

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

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

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

-Jeff Scott
Arkansas Ozarks



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

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Re: KRnet> A new wrinkle, now thw FAA is involved

[Jeff Scott via KRnet]

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

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

[Jeff Scott via KRnet]

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

-Jeff


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

[Jeff Scott via KRnet]

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

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

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

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

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

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> check this one out

[Jeff Scott via KRnet]

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

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

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

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

-Jeff Scott
Arkansas Ozarks

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Re: KRnet> Just clicked over 900TTAF

[Jeff Scott via KRnet]

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

 

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

 

-Jeff Scott

Arkansas Ozarks

 
 

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




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

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

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

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Re: KRnet> Propellor correction

[Jeff Scott via KRnet]

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

-Jeff Scott
Arkansas Ozarks.

> Sent: Sunday, June 05, 2022 at 1:15 PM
> From: "Mark Langford" 
> To: "Flesner via KRnet" 
> Subject: Re: KRnet> Propellor correction
>
> 
> Flesner via KRnet wrote:
> 
> > Reading the post again I was reminded it is not a Sterba prop so 
> > disregard my post.  I have no experience with a  Sensenich prop so it 
> > might work.
> 
> My experience with Sterba props is that he "over-rates" the pitch number 
> - he labels it a pitch that is higher than most other props with similar 
> performance at a given RPM would have.  So that 76" pitch Sensenich 
> might be labeled a 78 or 80 if Sterba were to make it.  Ed says that's 
> not so, so it's just my observation, not a policy.
> 
>   Sensenich makes props with outstanding performance, both in climb and 
> speed (both at the same time), and I highly recommend them  (that's what 
> I flew on N56ML, and now have on Joe's plane) but I think this much 
> pitch may require quite an engine.  Another factor though is "blade 
> area", which can be a large variable as well. Sterba makes some great 
> props alsothat's what I have on Jim Faughn's plane.
> 
> I'd get the prop serial number and call Sensenich in Florida and ask 
> them how that prop will work with the O-200.  It's entirely possible 
> it's a perfect match, and they would certainly know.
> 
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
> Huntsville, AL
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KRnet> Revmaster 2300

[Jeff Scott via KRnet]

Helping out a local EAA builder.

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

 

Jeff Scott

Arkansas Ozarks.

jscott.pla...@gmx.com
 
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Re: KRnet> Oregon Kr2S project

[Jeff Scott via KRnet]

 


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

 

-Jeff Scott

Arkansas Ozarks

 

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


Hi all,
 

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

 

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

 

 

Was a great day.

 

jg

 





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KRnet> Revmaster 2300

[Jeff Scott via KRnet]

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

[Jeff Scott via KRnet]

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

 

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

 

-Jeff Scott

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

[Jeff Scott via KRnet]

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

-Jeff
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KRnet> CAUTION "Your mailbox is full" malware attempt

[Jeff Scott via KRnet]

Hi Mike,

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

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

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

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

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

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

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

Best regards,

-Jeff Scott


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

Re: KRnet> IFly on the 740 or Android

[Jeff Scott via KRnet]

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

-Jeff Scott
Arkansas Ozarks



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

[Jeff Scott via KRnet]

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

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

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

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

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

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

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

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

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

-Jeff Scott
Arkansas Ozarks

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Re: KRnet> Engine Replacement

[Jeff Scott via KRnet]

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

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

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

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

-Jeff Scott
Arkansas Ozarks
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Re: KRnet> Kr2 looking for a new home.

[Jeff Scott via KRnet]

 


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

 

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

 

-Jeff Scott

Arkansas Ozarks

 

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



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

 

 

 


Sent from my Galaxy


 

 
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Re: KRnet> Instrument Panel for my KR2S

[Jeff Scott via KRnet]

 


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

 

-Jeff Scott

Arkansas Ozarks

 

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



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

 

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

 

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

 

M.

 


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

 



Luis，
 

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

 

Safety first my friend!

 

Dr. Hsu

 


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




 

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

 

Luis 

 




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

 

 




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

 

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

 

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

 

M.

 

 

 



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

 




 

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

 

As Larry would say, your results may vary. 

 




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

 

 





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

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

KR> Aircraft Wiring

[Jeff Scott via KRnet]

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

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

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

-Jeff Scott
Arkansas Ozarks
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Re: KR> I might be beating a dead horse but......

[Jeff Scott via KRnet]

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

The complete system configuration and setup can be seen at 


-Jeff Scott
Arkansas Ozarks



> Sent: Saturday, February 13, 2021 at 11:22 PM
> From: "John Gotschall via KRnet" 
> To: "KRnet" 
> Cc: "John Gotschall" 
> Subject: KR> I might be beating a dead horse but..
>
> Is there anyone out there besides me still running a rayjay turbo on a vw
> 2180 vw aero conversion?
>
>
> So I have not flown mine yet.  I bought a generic exhaust waste gate and am
> having trouble figuring how to cause it to limit boost to around 33"
> mercury absolute.
>
> Has anyone done this?
>
> I know this old rayjay was selected so it would not be runaway crazy,
> should be the pilot can regulate it manually ...but i have already flipped
> one airplane due to exceeding pilot workloads and I don't want to be the
> guy who "missed that" again.  Let the machine do automatically I say.
>
> So hey if you have some way to limit boost on the rajay, let me know!
>
> BTW, my carb is before the compressor turbine so all my intake manifold
> pressure samples are highly flammable!
>
>
> thx
>
> jg
> ___
> Search the KRnet Archives at 
> https://www.mail-archive.com/krnet@list.krnet.org/.
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KR> Continental Prop seal/ O-200 for sale

[Jeff Scott via KRnet]

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

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

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

Contact me off line at  if you're interested.

-Jeff Scott
Arkansas Ozarks

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Re: KR> Belly boards and/or Flaps

[Jeff Scott via KRnet]

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

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

-Jeff Scott
Arkansas Ozarks

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KR> Safety Belts for sale

[Jeff Scott via KRnet]

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

-Jeff Scott


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Re: KR> Big brother is watching

[Jeff Scott via KRnet]

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



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

-Jeff Scott
Arkansas Ozarks


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Re: KR> First Flight N729PK

[Jeff Scott via KRnet]

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

-Jeff Scott
Arkansas Ozarks

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


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