KR> Battery
Guys, Just to put up a point of information, I am using a battery that is a generic called a universal with dimensions of about 3" x 7" x 10" and 450 cold cranking amps. The first one I replaced at 2 years old last July during the annual. I replaced it for no real reason except $40 seemed like cheap insurance. The new one started showing signs of a problem in December with somewhat less starting umphh. Last week during our cold snap I could get it to turn the engine over even after charging and engine preheating. I removed it today and took it to the battery outlet and they put a load test to it and it failed at about 78% power. The good side was that I got $17 dollars off for the warranty. The bad side was I put it off knowing that something was going wrong and not doing anything about it until I missed a flying day. Lesson is to take care of problems as soon as they start not until they have a chance to run their course. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Cold Weather Flying
On Wed, 31 Jan 2007 15:10:05 -0600 "Mark Jones" writes: > How many of you fly in temps below freezing? I am again having > withdrawal symptoms from not flying my KR. My last flight was > January 7th due to the fact it has been below freezing here every > day since then except for one day and I had to work that day. Our > forecast says we will not get above 28° for the next 15 days. And > they are saying our high this coming Tuesday will only be -1°. Now > that's cold. Anyway, we have had a lot of blue skies but plastic > gets brittle at those temps so I have opted to stay on the ground. I > need to fly!! > Go for it Mark, I have been doing it with out a first thought let alone a 2nd thought. But maybe you shouldn't judge by me I used to go Hang Gliding down to 0 deg. ground temp. The plane doesn't care about the temp as near as I can tell. Just don't go beyond your threshold for pain. I guess shivering legs and shaking hands would be cause for concern on landing. My cabin heat is not all that effective below 20 deg OAT. Have fun it just may be a little shorter than you would like in which case you should fly twice. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Canopy frame
, I always was of the opinion its primary advantage > structurally was a > very good youngs modulus, ie its siffness, my theory being that two > layers > of cf at half the weight of the regular stuff would give a stiffer > canopy > frame than the usual glass. Just a thought though. > > > > Subject: KR> Canopy frame > > > > I need to make a canopy frame, what I am intending to do is mount > the > > canopy, make a frame from foam and fit while the canopy is in > place, and > > glass over with carbon fibre cloth. Bi directional Carbon cloth is > about > > $60 -$70 per metre, so I was going to use some unidirectional > cloth for > > about $12 per metre and alternate the weave at 90 degrees to each > other, > > Any problems or flaws in using the cloth in this way? any better > methods? > > > > Just a thought here but I think that you guys are thinking that carbon fiber is way more self supporting than it actually is. The canopy frame by itself well surely be very close to a wet noodle. It is not until you add a corner or some other sort of shape to the lay up that you will see the value of the carbon fiber lay up. 2 layers is not a structure, add a honeycomb between then it well be something. I made the cowl out of 2 layers of carbon fiber and had to some judicial reinforcing to stiffen it up. It still only weighs about 7# with paint Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Buying KR parts
Sorry, I'm just getting around to giving a rebuttal to this post. This information is not true. I have a completed and flying plane that used all the pre molded top and is widened 2 1/2 inches from the 2s plans. The pre molds are pretty flexible and there is still plenty of fabrication to do with them to make them fit. Janet advised me early on that 2 inches extra was doable. After I got the top decks and canopy frame it became obvious that I could have made the plane a little wider and still been alright with the pre molds. I would have to reread my construction log to know how much more it could have been. Off the top of my head I think that 3 inches wider could be done. The one cravat is that the shape should remain the same, in other words moving the widest point rearward to the shoulder area would be a problem to get things to fit well. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Tue, 16 Jan 2007 02:34:52 -0500 "Colin Rainey" writes: > Hey Chris and welcome! > Mark L has stated many times here that the original RR parts that > can be > ordered only fit a stock KR2 or S, and most are modified in length > more than > just the S; almost all new construction have stated they are > definitely > wider. This precludes the use of any of the pre-molded stock, as > they will > not fit the increase in width.
KR> almost there
On Sun, 28 Jan 2007 12:47:19 + airgu...@comcast.net writes: > That is my understanding, > > -- > Paul > KR2 Stretched > Derry, NH > > -- Original message -- > From: "Dave Arbogast, CISSP" > > > Doesn't flying outside the US require 12" letters ? Like Canada or > other > > nations south of here ? I plan on 12" for that reason. > > > I need to check on this because I was planning a trip to see Dave Stroud this spring. I thought that passport was all that I was going to need. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> How Much ??
Paul I used a DAR volunteer. You should be able to get the names from the local FSDO, any way that is where I got the recommendation from. The gentleman that inspected mine last year only asked for reimbursement of travel, computer and phone. It came out to something like $232 and change. I tried to give him some extra for his trouble and he refused and infact sent several dollars back to me a couple weeks latter saying he over charged. Integrity is still alive. Keep checking around. The list of Volunteer DAR's maybe on the EAA web somewhere. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Sat, 06 Jan 2007 20:59:21 + airgu...@comcast.net writes: > I just got off the phone with the local DAR. He wants $600.00 for > the inspection plus $50/mi travel (another $200). What are some of > the others paying out there? For that kind of money, I could truck > my plane to the FDSO and set it up and truck it back! I know that > the FSDO will come for free on their time schedule; that may be the > way to go. > > Yippes! > > -- > Paul > KR2 Stretched > Derry, NH > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > >
KR> Flight report
Ron, I'll take a little shot at an answer for ya here. I have the same plane as Mark Jones and a 3100 corvair. Mine is pretty well cleaned up and mine has been truing out at 172 mph although this morning with everything really working well today the true was 176 mph. From flying with Langford and Clapp my plane is pretty equal with theirs. Climb is also pretty darn close. Both of them as tail draggers. I am very certain Langford will suck my canopy off when he pass' me with his new 3100 installed. Either way you won't actually be disappointed. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Sun, 7 Jan 2007 10:16:41 -0800 (PST) Ron Smith writes: > > > Hi Mark, > > Glad to see you are back in the air. > > I would love to hear about the numbers you are getting now with the > rebuilt engine. I know you had problems with the baffling, and when > you first flew you were a little slower than expectations. I'm > wondering with the Corvair what the cruise difference is with > regards the trigear. > > Mark Langford and Bill Clapp seem to have about the same cruise with > the Corvair taildraggers. Since you have the trigear I was wondering > how your cruise numbers stack up now that you seem to have some of > the bugs worked out. > > The reason is that pretty soon I will have to make a decision on > which way to go, either Tri, or tail. > > I really love the look of your plane, and am still leaning toward > trigear, I'd just like to know what some real world numbers are. > > Have you flow a tail dragger KR? If so how did it compare to your > plane? > > I have about 85 hours now, none in taildraggers. > > > Ron Smith > Kr2ssxl >
KR> header tanks
Guys, I guess that I'm in the mood to throw my pennies into the pot here. I have the exact set up that is being talked about here and have no problem with it for low pressure or CG management. I have in fact been testing max climb angles and durations at those angles. I don't have the info in front of me but I can tell you for sure that I have been getting close to straight up. This morning was 75 deg for sure. I make sure that the header is full when I am doing this and with the 3100 it will climb pretty long before the speed bleeds down to where I push it over. I took it down to 65mph indicated today. the fuel pressure indicated .6# yet then. As far as the CG and transferring fuel from the wing tanks it really doesn't add much work load. On X-C flights I transfer fuel once per hour. In other words I turn on the pump. It takes 15 to 20 min. to refill the header to full and I repeat at 1 hour after the header was full. I use very little trim adjustment if any during these cycles usually only adjust the trim if I need to let go of the stick to work with maps or something that I need both hands for. I have flown down to 4 gal left in the header tank and for my plane again the Cg does not seem to be an issue. Yes it is a little more but nothing that is not well with in the trim limitations. I actually feel more need to adjust trim from speed or power changes than anything else. As for fuel in the cockpit I put that into the personal comfort decision. I am not bothered with it having the header tank. My personal idea was if I have to worry about the fuel tank being ruptured I have a lot of other problems to deal with or maybe not to have to worry about at all anymore. I did have a CG just slightly ahead of the forward limit form the beginning and it most likely a little bit further forward with the equipment that has been added over the past year. I know that my CG is well in front of the last 2" of the rear limit. Bottom line is the 2S is a very stable platform and both systems of carrying fuel will work well. I vote no on the header tank only also. It just reduces the options that you may need some day. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com > > "Keeping the header tank"...yes, as long as you also have wing tanks > or a > fuselage fuel cell like Bill mentioned. Header tank ONLY, I'd vote > no. > With wing tanks only, the CG changes very little throughout the > flight. > Mine moves a little more than an inch, but if I had a only header > tank it > would be at least double or triple that (depending on the size of > the tank). > And with wing tanks the CG moves more forward as you fly, unlike the > header > tank which moves the CG aft as you fly. Forward CGs make it easier > to fly, > and easier to land. Landing is not the time when you want an aft > CG. Bill > addresses that by moving fuel to the header, but that means you > either land > with extra fuel, or if you make a long flight with very little > reserve, you > land with a CG that would be aft of where it would be with wing > tanks only. > > As for gravity being reliable using a gravity feed carb, that's only > partly > true in my mind. Gravity feed carbs rely on head pressure alone, > and when > climbing with a header tank, head pressure is going to be reduced > during > climbout as compared to level flight, which is not the time to be > running > lean. Apparently the Aerocarb is set up to run at really low > pressures, so > Bill's runs fine, but I've heard stories of some carbs running > leaner on > climbout than in level flight. And with only gravity feed, clogged > filters > or other obstructions can make a huge difference. With pumps there > is a lot > more "headroom" for such things. That's not to say that there > aren't a lot > of KRs flying around with header tanks only though. > > I do think that if you've got a gravity feed carb feed (or even a > regular > float bowl or pressure carb), a small header tank (used in > conjunction with > wing tanks) which you keep full all the time is probably a good > idea. But > you'd need to rig an automatic pump system to keep it full, a > warning to > tell you when it's not, and an overflow back to the tank for when > something > goes wrong and the pump doesn't shut off when it's supposed to. I > think Ron > Eason made something similar, as well as Don Reid and others. This > makes > sense, if you don't mind fuel in the cockpit. > > Mark Langford, Huntsville, Alabama
KR> Last flight of 06
Well Guys, It's been a good flying year with a lot accomplished with N357CJ. I had to finish the year with a couple of the flights that I had dreamed of during the 9 1/2 years of building. Yesterday afternoon I took my 11 year old son, Jason for another flight that was really just a cruise around the neighborhood and some seight seeing. This morning I took the 18 year old, Chris, to his Grandfathers to deliver Christmas presents and have breakfast together. A beautiful morning before the storm that is coming and another couple hours to pad the log book for the end of the year. I think that N357CJ turned 150 hours today not bad for 1 year and 2 months. Happy New Year to all my friends and may God bless. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> discouraging
On Sun, 10 Dec 2006 21:04:27 -0600 "Rick and Pam" writes: > wow what a response I think this beat out the over the top post, > anyway > everybody thanks for all the posts, I really appr. the support. Ken > Jones is > hopeing to fly out sunday to give me an "educated" assesment. Im > looking > forward to compareing my kr to an actual flying one. > > Ask Ken to wear his custom hat if you introduce him to the Tech guy. That should push him over the edge. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> EAA SPORT AVIATION
Mark, Just got my mag. Great article. I'm proud to call you a friend. I hope your family is as proud. Thank you , Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Home again
Guys, Well I finally got 357CJ home today. Three trips to Florida in 2 weeks. I'm the only person I know that is willing to go broke to get to a free seminar. I need to publicly thank every one that helped with contacts and support to get my bird home and especially William and Gus for housing the plane for 2 weeks and taking care of it. Thank You very much. I left Massey at about 7:10 this morning and had anticipated head winds all the way North to PA. I surprised to be making 165 ground speed until just north of Jacksonville. At that point I climbed to 5500 and speed dropped to about 138 ground speed. This continued through most of South Carolina. At that point I started to pick up 1 or 2 miles an hour every 50 to 75 miles traveled. By the time I had to stop for fuel in upper North Carolina I was making about 150 ground speed I was pretty happy about that. I was not running full throttle like I usually do. I ran at 3180 rpm which gave an indicated of 150 mph airspeed. as it turns out this gives me a fuel burn of 5.2 gals/hour. This was 3.5 hours into the trip home and I had used 20 gals with ground operations and climbs. The weather was absolutely gorgeous all up the East coast and the wind had gone to light. After climbing back to 5500 in a long cruise climb I found the ground speed continued to increase up to 155 now and for the rest of the trip it did the same with the finial glide into Quakertown at 185 ground speed. Although I did go to full throttle the last 80 miles. (had to pee ya know) Landed at UKT at 1:40 pm with about 6:10 in the air on the return trip. The trip down 2 weeks ago was only slightly faster at 5:50 in the air For any one that didn't know I had the prop balanced while at CC#10 and I have to say it was worth it. Arnold had said that I may not even notice it in feel but I could. It is hard to believe that the corvair could be any smoother but it was. I may even put mufflers on someday now to make things nice and quite. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> new problem
Guys, If you Guys are tired of Hiccups I have a new problem that I have never heard anyone talk about in the KR world. About 4 1/2 hours into the flight to Florida a couple weeks ago I started getting a vibration. It would come and go at will, sometimes very light and others times enough to make the needles shake in the instruments. It would last from a second to maybe 10 seconds and only happened at airspeeds above 145 mph. On the way home It became more often but after a while I decided the plane wasn't falling apart and just kept going. There were stretches that it didn't happen for a half hour or more. The engine was running flawlessly-there was absolutely no indication in the instruments. It feels like it is coming from the front of the plane. I checked the cowl and front and side wheel pants and they are all tight. There was nothing visible from the cockpit that was vibrating. The only other thought that I had was the nose wheel spinning which could be related to speed. I know that I didn't get real fussy with balance on the front tire when I changed it last summer. Any other thoughts or experiences???. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> new problem
> > I can fix that for you real easy. Fly with your flaps down so you > can't go > over 145. > Nice try , I've already done that a couple times. I can still get close to 155 with full flaps until they snap up a notch and the light bulb comes on over my head. Good to hear your doing good. >Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Too Much Right Rudder Required.
Barry, I believe that it would sure be easier to try the trim tabs first before going to all the work of changing the engine location. The trim tab on my aileron is still just taped on and has been for 125 hours. Just a quick word on the C/G which I know is not your concern but my 2S was set up that the most forward condition was 1/4 inch in front of the limits. At full gross flying I still felt it was moved to far back and felt just a little funny. I added a larger oil pan recently and the 2 extra quarts of oil has made the plane feel more solid. I will recheck the weight and balance soon to see exactly where it falls. I flew off 2 tanks of fuel over a 6 hour period the other day and only touched the trim 2 times. That is with burning off over half the header tank and transferring from the wing tanks once per hour. I know there are a lot more things involved like the airfoil, tail incidence, total weight and so on. The point is anyone C/G range may not be correct for every KR out there. I believe mine is more like 1" in front of the forward limit and close to 3" in front of the rear limits. If you are really worried about the drag from the trim tabs try them as a temporary and keep reducing them in size until they are optimum in size and effect. They really don't produce much in the scheme of things and there are plenty of other places to reduce drag on a plane. Good Luck, Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Wed, 29 Nov 2006 09:01:45 +1000 "Barry Kruyssen" writes: > Thanks for all the comments. > > A few people mentioned my C of G, it is at the forward limit with me > and a > full load of fuel in the header tank. At MTOW less fuel, it only > move back > 5.46 inches (138.65mm). This has been weighed on certified scales > by a > LAME. When fitting up my 132.28lbs (60kg) Jabiru motor I had to > move the > engine a long way forward to get the C of G right, the engine mount > is 17.32 > inches (440mm) long. > > While fitting a trim tab is an option, I want to try to correct it a > bit > first by moving the engine as trim tabs produce drag. > > Thanks and Regards > Barry Kruyssen > Cairns, Australia > k...@bigpond.com > http://www.users.bigpond.com/kr2/kr2.htm > > > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> FAA web site
Guys, As my latest situation is now resolved to a happy ending I'll fess up to my stupidity. I lost my log book, pilots cert. and medical in a rental car a couple weeks ago. It is now on its way home. Needing to get my plane back from Florida I logged on to the FAA Web site and registered to the safety site. In the menu was a place to replace certificates. On a Sunday afternoon In about 15 minutes I had a temporary copy of my certificate and medical. I was pleasantly shocked that our beloved FAA had this resource. There are many other things there also that I didn't have time to check out then but well return to. Check it out Guys, it my help keep you legal sometime too. http://faa.gov/ Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> 1.1 landings?
> > get the 1.1 hours, but how do you do 1.1 landings? > ___ I know how he does it because I've seen him land. ;-) Dan - I bring my plane home Tuesday, but I am planning on going on by to get to a half way point for fuel so I can do it in one stop. Sorry but I will stop by again or meet ya half way on another day when your time is signed off. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> airplane maintenance
On Sun, 19 Nov 2006 22:12:37 -0600 "Mark Langford" writes: > NetHeads, > > Joe Horton will be happy to hear that I spent much of the day doing > maintenance on the plane, rather than flying it. He keeps ribbing > me about that promise I made that I was going to spend as many hours > improving the plane as I was flying it, Good for you Mark, I don't have much time to keep after you right now. I'm in a competition with myself to put myself into bankruptcy. After driving home with Phil Maxson from CC # 10 I flew back yesterday to Florida to retrieve my plane from WW's hanger. The forecast I had was for that coastal low to move off shore. Not. I got about 90 miles from Massey and turned around and went back. Again I needed to be back at work and had promised to be home for one of the kids concerts tonight, so I put N357CJ back in WW's hanger and tracked down a flight that got me in the driveway by 5 pm. I'll bet William was surprised when he got back from breakfast. Good i have family down there to drive me all over the place. I did fly about an hour this morning and it was the first flight since the prop balancing. Arnold said I might not really notice the difference, I can say that is not true. As I thought about it as I was flying I was really amazed at the difference in the feel of the buzz in the cabin or the feel of the plane, It is hard to describe the level of vibration change as I felt the plane was good before. The only thing I can really feel is that the engine is running and the exhaust pules on the bottom of the fuselage. Joe Horton, Coopersburg, Pa (the only person willing to go broke to get to a free seminar). joe.kr2s.buil...@juno.com
KR> evening flight
Well Guys The long and short of it is I love this flying stuff. A short flight of 20 min right after the Sun dropped below the horizon. Climb out in the brisk air was nothing short of exhilarating at 1750/min. I went screaming around the neighborhood at 170mph indicated and went to check to see if the one son was mowing lawn at church like he was supposed to be. (a spy in the sky) Back to the airport for a long slow pattern and a landing that was the shortest roll out in months. And the best part was I didn't have to do all that with the smell of burnt oil in the cabin. Life is good. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> another flight report
> OK, here's my contribution for flight reports > today...http://home.hiwaay.net/~langford/flights/061103100m.jpg . > This is > what passes for fall foliage colors and rolling hills in southern > Tennessee. > I flew up to visit Troy Petteway at Columbia, then came back and did > ten > I knew you were out there racking it up some where. When I saw Dave Strouds post tonight I got to wondering how far he was from me. It turns out he is 50 miles closer than Beckley. I sent a short note to him and he is all over it. It's funny - I only meet him once 4 years ago - don't know what I said that made an impression but you would think that I had to go fuel the plane and leave now the way he is sending messages back. The mixture thing is made things different but I need to fly straight and level for a while to start to understand it. Tonight was everything but straight and level- what a Hoot! Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> mixture again
Guys. For the past couple weeks i have been fixing oil leaks and doing some other repairs and changes. After a couple hours of in flight testing I can say that i have a positive improvement to mixture and balancing between left and right bank in the corvair with a slide type carb. aero carb in my case but the guys with the ellisons have been reporting similar mixture indications. Anyway after more than 2 hours the results are very promising. During an hour straight of 90% throttle (3240 rpm) the exhaust temps in a leaned out setting (rich of peak by about 50 deg.) The max span was 78 deg. The at was the #6 cylinder at 1340 deg. The rest of the exhaust temps were all with in 40 deg of each other and scattered around from side to side instead of one full side high and one full side lower. Another phenomenon was that exhaust temps on one bank would be the high temp bank in climb but the lower temps in cruise flight. That seems to have gone away also. The way this was achieved is repeatable I think by everyone. I installed a product called the Tornado. They are pricey by my standards for what they seem to be but the result is good so far. I had originally tried it the way the instructions tell you to and the result was down right scary. The installation is supposed to go in front of the carb. I think that is for simplicity for all their customers and prevent a liability issue from a car owner tearing into their car manifold. This time I installed it in the intake manifold directly behind the carb (which was more intuitive to me from the start) The St. Stl. part has 6 radiuses turning veins in it that would seem to encourage the flow to spiral and become more homogenous. As opposed to the effect that the slide in the carb must have that seems to favor one side of the intake tube. One of the next things to try is actually leaning to peak in cruise and see if the results are the same. I can not explain or be sure of a couple other things that I noticed - one of which is higher overall exhaust temps from idle on up. Another is the mixture gauge does not even register at all at idle rpm. For the record the conditions of flight today were 30.49 baro. 4500 to 5500 altitude 3240 rpm oat 23 deg airspeed about 160 mph head temps 285 to 305 oil temp 190 deg. To mix some KR fun into all this work I gave my 18 year old son his first ride for 1.2 hours. I took him up to Pocono raceway and let him get some pictures. It was a little hazy and for the first time I got myself a little misplaced and had to find my way by locating where we were on the gps. I wasn't really lost, just one of those times that I got to here I was going and beyond before i knew it. I kept all the flying smooth and gentle and greased a great landing in hopes of stirring something in him for the future. Now Mother is the only one that has not even gotten in for a ride. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> intake testing
Guys. I had a flight of 55 min tonight and I used full throttle and set the leaning out the highest exhaust temp to 1370. In the past when I got this high it would be close to acting up and shuting down. this time the other temps went to a 40 deg. span and 3 of the exhaust temps were as close as 2 or 3 deg. the other 2 were about 10 deg off. The middle left cylinder(#4) was the coldest through out all the testing so far. I am going to try to find where the peak lean is next. Another problem that does not exist anymore is when a rapid decrease in throttle was done I would get stumbling and rough engine that is not happening now. Some of the operational numbers from tonight are 3380 rpm oil temp 210 deg altitude3500 to 4500 ft. #1 1344 deg #21352 #31354 #41332 #51351 #61370 cylinder head temps mirrored the exhaust temps for each but in the range of 280 to 310 deg. The out side air was 44 to 46 deg. This brought my oil temps up tonight as I have the cooled almost completely blocked off for winter. Oh yea. The total fuel burn was 4.5 gal. and true airspeed was 173. 3 as checked tonight. This is the most in control of the engines operation that I have ever felt. So far so good for the Tornado intake devise. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> weather site
I just tried to use this site and it says it still has free area but every thing that I tried to use comes up as for members only and need to pay at least $50 Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com > You flyers may want to look at this website, watch out though, it was > > developed by an RV Guy:-) > > http://www.weathermeister.com >
KR> fun flying
Guys , It wasn't much flying but a new way to have fun for me. I joined the local pilots that fly some where for breakfast every Sunday morning today. I was late getting to the airport and they had already left but I found they went to N31 (Kutztown,Pa.) It took all of 8 minutes to get there and I actually flew around the quarry berm that is a few hundred yards off the end of the runway to make sure I got on the numbers of the pretty good down hill runway. I think I had 2 additional flights trying to make her stick before going up the next hill. Had a good breakfast and preached the gospel of the corvair to a few that gathered afterwards. Back home in another 10 min and now ready to work on the house. All to short but enough to leave a smile on my face. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> KR2S Life Span
I have no proof of this but I had planned on 30 years of flying when I was planning my project.(If my kids allow me to live that long I would be 78 then.) That would translate to just under 4000 hours at the current rate. I am finishing up my first full year in a KR2S and see no reason that with reasonable care and maintaince along with being hangered all the time that my KR would not make that expectation. Keep the landings soft and fix anything that you notice right away and ye shall be rewarded. In the couple times that I had to move the KR by trailer I felt it was pretty hard on it. and the G meter confirmed that it had +/- 4g's from bouncing. The 30 year time frame gives an incredibly low per year cost factor as well. Moisture and sun are the 2 biggest concerns. At the gathering was the longest that mine had seen the light of day. I just never leave it out before or after flying. Going to the Gathering was my most exposure ever with running through light rain showers. I won't do it for local pleasure flying even though I did not find anything that leaked water into any area of the plane Just my thoughts and they are worth exactly what you paid for them. N357CJ @ 123.2 hrs and 4 days from 1st anniversary of 1st flight. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Sun, 15 Oct 2006 22:31:04 +1000 "Richard Mulford" writes: > Hi KR-Net,just curious what the airframe life span would be for the > KR. > If anyone could give me the good and the bad about this subject > would be > appreciated. > About to start building and was wondering about this subject as a > friend > recently had to have his Beech skins removed for a airframe service > (a bit > harder to do with the KR) as this aircraft was ageing. > > > R.Mulford > > > Sydney N S W >
KR> engine restart
OK Guys, I finally got it all reassembled to the airframe this after noon. Took longer than I thought it would. About 4 hours to reinstall engine and get it ready to start. And it didn't take the first time. I went back through the timing set up and found that I was 180 deg. off. I reset the distributor and it started up but it was still retarded to much. A little twist on the distributor and she was purring away like a kitten. I didn't hear any clatter from the lifters before they pumped up. I didn't put the cowl on and went to the run way and did a couple fast taxi. Everything seems fine as far as running. I went back to the hanger and set the timing. She is idling better than before and seems a lot smoother. Makes me wonder how long the balancer has been separated? The lawn is mowed, bills paid, clothes packed, and test flight in the morning. Gathering here I come. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com BTW- I still have oil leaks just not the same ones. All 6 push rod tubes are leaking at the block and one tiny pin hole in the new alum. oil pan. I'll deal with this stuff next week.
KR> Gathering
Just started looking at forecast for tomorrow along the route. IT isn't looking good. The front is pretty well defined and they are saying 60 to 95% chance of showers and T-storms along most of my route. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> gathering
Guys , It's a bust for me today. Foggy here and raining along the route. Tomorrow! Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Gathering
Guys I'm headed out to try again this morning. Planning on meeting Ken Jones at KHAO and coming in together. We will be the flight of 2. Code name Miss Piggy and her escort Kermit the frog. Sorry it's Friday and I'm excited. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Gathering
Guys, Arrived at UKT at 3pm EDT. 4 hrs and 40 min in route with a 50 min lay over in Ohio. Average ground speed was 180 mph. Thanks for the memories. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Superman saves Mark Jones
Larry, Do you have any more detail on what kind of problem Mark was having in the morning. I saw him abort but thought that he had just forgotten something. Thanks, Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> update -cracked block
Guys, Just a quick note, I have the engine completely reassembled and sitting back in the airframe. The welding of the block went well and the aluminum seems to be very good quality and welded very cleanly. I had the case halves bolted together during welding to maintain shape. I remade a couple brackets and installed WW's deep oil pan that has been laying around for 2 years now. I should have installation done in the morning and test run after work and if that is fine maybe even a flight tomorrow. Right now all is looking good for early Thursday departure to the Gathering Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> KR2S
Andy, I am using a 54 x 60 Sensenich on a 3100 cc corvair that gets 3350rpm in cruise at 172mph true airspeed and 2950 rpm climb at 80 mph and 1000 to 1500 foot per min. climb -depending on the weather. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Sun, 17 Sep 2006 16:40:53 -0400 "Colin Rainey" writes: > WW recommends the Sensenich 54 x 54 for that hp range (some Corvairs > are > approaching that). I would start there and depending on your > particular > construction (ie: how clean) adjust the pitch from there. This is > also > depending on prop clearance being 8 to 9 inches to allow for max > gear > compression and still no prop strike. You may want to call Sensenich > and ask > what they recommend as a starting point with 125 hp... Might be 54 x > 60 > (Mark L bogged his 3100 cc down with that). > > Colin Rainey >> Hi Guys, > > I`m from Hamburg Germany and bought a used KR2S in boot stage with > an > new Franklin engine with 125 hp. Does anyone have experience with > this > engine ??? > > If yes what kind of prop should i use ??? > > thanks a lot in front > > Andy >
KR> Oil Leaks
Well Guys. I have been chasing an oil leak in the front of my engine for a few weeks that seemed to be getting worse. I even dyed the oil and kept cleaning and running the engine to locate it. This morning I took the top cover off again thinking that the leak was in a scratch or something like that in the top cover area. What I found has me a little more than upset. There is a crack in the block as viewed from the pilots position in the front right inside corner. It is about 2" long at this time running vertical near the center line of the case. then another smaller one in the top 1/3 of the case and jumps back about an inch. They are not near the #5 cylinder sleeve but more favoring the actual front corner of the block. I did not look at it any further at the moment, I just know it ain't good and walked away. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Block crack
guys, I took my welding guy to look at the crack in the block and he says he can fix it. Another marathon engine build coming my way. I'll have it out and tore down by tomorrow night. Welded by Thursday, and back in the plane by next Sunday night. That will give me a couple days to shake it out before leaving for the gathering on that Thursday morning. Wish me luck. Oh, and i already had the graphics scheduled to go on the plane this Thursday. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> First flight PH-KRS
Marcel, Very nice plane - congratulations. We need more information to help judge your performance. Like the weight of the plane. Also I don't have the same engine but it does take time for it to wind up to full rpm after getting trimmed to straight and level. Safe flying and best wishes to you Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com > Hi Netters, > > Yippieyeeeh > > !! > > Finally my KR made its first flight. > > Today August 30th, 2006 , after 10 years of building my KR2S > (PH-KRS) > made its first flight. > > Take a look at : > http://home.tiscali.nl/~driessen2/ > for some pics. > > Duration of the flight was aprox. 35 minutes. > > The plane flies great. The PH-KRS is the third flying KR in the > Netherlands. > > > > What is bothering me is the fact that my engine isn't performing as > > expected. > I am using a GP 2180 with a 54x42 Sterba prop. > Static rpm on the ground is 3050. > During climb at 70 kts rpm is only 30 rpm higher (3080). > During level flight at full throttle at 120 kts rpm is only 3180 . > A prop with 42-pitch should give an excelent climb performance. The > > actual climb performance is very poor. > At level flight I would expect to have to reduce throttle to prevent > > the engine running at a too hight rpm. Actually rpm increases to a > maximum of 3180 which from my opinion is way too low for this low > pitch.
KR> KR's on E-Bay
I don't know about the Florida one but the one in Harrisburg , PA is close enough for me to check out if any one is really interested. Just let me know of line Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Fri, 01 Sep 2006 19:28:44 -0500 "Steve Bray" writes: > Netters > As of this afternoon there are four KR's on E-Bay. > Could be a great start/mistake for someone. > Does anyone know the one in Fla. with 900hrs that I'm high bidder > on ? > > Steve Bray > N3?3SB > I forgot what I reserved
KR> Milestone made
Well it's not a Toyota - but to coin a phrase " OH What a Feeling" Shut down tonight with 100.3 hours of flight time and 195 landings in 10 months since first flight. What have you got built in the last 10 months?? I loved the building and now I'm really loving the flying. While I have your attention I have an FAR question. Is it legal to fly over class B ceiling without radio communications or transponder. I asked legal not if it is wise. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Cleaning paint
Guys, It was foggy again this morning so I gave N357CJ her first full sponge bath. I had kept her wiped down and what I thought was cleaned up but when I really washed her down with cleaned and a bucket of water I couldn't hardly believe the amount of dirt that came off. Anyway after getting her dry I took a look at all the scratches that have accumulated in the past year. I had a spray bottle of simple purple and started trying to clean up some tough finger prints ofoil or grease. What I discovered is that if I would give a quick spray on scratches and let it soak for a few seconds that it would lift the dirt right out of the scratch with a clean soft rag and the scratch disappeared for all intent purposes. *I was thrilled and decided to try it to some other problems. I had spilled some mixed epoxy on the elevator top while doing a repair last summer. I wiped it up but it left a film o the surface that I couldn't get off. I sprayed that area and let it set about 30 sec. and it also wiped right off. The Simple Purple is fantastic for this kind of clean up \. Keep in mind that my plane is clear coated and if you try it do so in a small and invisible place to check it out. Right now N357CJ looks practically new again Only once around the pattern this morning cause it was like flying in a bowl of milk. N357CJ is flying and running great and I hope to start making some of the trips that guys have contacted me about this week. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Separate ground lug
Dan, I'm sure that someone while chime in with the high tech version, but I look at it as trying to dissipate the ground over as large of a ground as possible as soon as possible. The engine or the engine mount become the finial point as the largest chunks of metal in the plane by default. The more metal the more current that can be dissipate. When 2 grounds or wires are on a common screw connection their current can bump into each other so to speak if it can not be dissipate quick enough. My panel is an alum sheet and I have multiple grounds connected across the bottom with a ground strap from each end to the engine frame. I also ran an 1/2" strap behind the panel to pick up the radio and transponder as well as a couple other things to make sure they were electrically as far away from things like the electric turn and bank indicator to prevent noise. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Photos of Pete Brautigam's KR-2S
Congratulations to Pete, That is a real beauty of a plane. It is going to be one fine gathering. Joe Horton On Sun, 20 Aug 2006 15:38:06 -0500 "Mark Jones" writes: > As promised, here is the link. Mark Langford, please put this link on > the KR Net under completed KR's. > http://flykr2s.com/slide_show.html?picture=picture1.jpg&show=Pete_Brautig am_KR-2S >
KR> more flying
Man Guys, Addiction is a terrible thing. After a 3 hour trip this morning I just had to stop on the way home from work and do some more. Another 1.2 hours and 7 more landings and a couple airports. The KR seemed like it was stuck on rails tonight. The pattern work was identical each time around and after more than 180 landings I am starting to feel pretty comfortable in wind and cross wind. I can now get it down with barely a chirp out of the tires and not let the training wheel touch until the speed is all gone. I even managed to watch the airspeed indicator all the way through a couple of the landings and the touch down was consistently 50 mph indicated and the nose not dropping in until it was around 35 mph indicated. I start to round out for the flare at 63 mph indicated. For the record my airspeed has proven out through many different checks to be extremely accurate. Having way to much fun in PA. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Turff Landing
All right Ken, That is the route that I had up on the GPS (to the grand Canyon) but I had to take off to the East so I just kept going that way. I picked out a corridor just South of NY control zone and went to the NJ beach. I flew South for about 50 miles and turned around and retraced the route back home. 1.5 hours,7 gal fuel, 155 average ground speed. I did pass by Lakehurst NJ. Those hangers there really are big. They make quite a landmark. Sorry I didn't come your way, It would have been fun Joe On Sat, 12 Aug 2006 14:11:02 -0400 "Kenneth Wiltrout" writes: > Today 6399U and I put 2.5 hrs on the clock, we left 9D4 at 8:10am and > was on > the ground at N38 ( Pa Grand Canyon, Wellsboro Pa ) at 9:10am, > distance > covered was 120 mi+or -. > Then I dropped into a 1800' grass strip near Morris, Pa ( PN0 ) > approx 15 mi > away. That was the wildest landing yet, as smooth as the rwy looks > it was > just the opposite, it also has a low spot in the middle, so rather > than wait > for the S to settle I had to force it in or run out of rwy. The > plane > vibrated so bad that I couldn't find the brakes,JEZ, thank > God for > fixed gear!!! I did some sightseeing over the mountains as well, > 4500' > to,5500 from ,all total the GPS said I covered 280 mi's. in 2hrs 22 > min. Not > bad for 70 HP. > > Ken Wiltrout > Kutztown, Pa > > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Prop help for Type IV VW
Jeff I hate to be the one to burst your bubble - but the 130 to 140 speed could very well be your top speeds. The 180 mph is a real stretch to achieve. I was hoping to get that at one time also while I was building and dreaming. Now I have become very happy with 173mph true with 120 hp and a 54 x 60 prop at about 1050# in flight. The guys with the VW's that can help you need a little more information like empty weight, tri-gear or fixed and even the altitude of your field could have bearing on the prop required. As for the sensitivity be aware that you could induce oscillations at any speed and the most dangerous speed is at take off and landing associated with your proximity to the ground. Welcome and hope to hear more from you Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com > anyone help me decide what prop to use. I have a KR-2 that's pretty > much > plans built, with a 100hp VW Type IV engine. I plan on buying two > props. > First, I want to get a prop that will give me a cruise of somewhere > in the > 130-140 mph range. I realize this would be more of a climb prop for > this > engine, but I want to be able to quickly get off the 3500 ft grass > runway > I'm at (50 foot obstacle at either end). Also, since this is such a > pitch > sensitive aircraft, I don't want to be going too fast until I get > used to > flying my KR. Ultimately, I would like to travel with this KR > cruising at > around 180 mph. Any help would be greatly appreciated. Thank you. > > > > Sincerely, > > > > Jeff Provenzano > > jprovenz...@sport.rr.com > > Shreveport, La > > 318-210-9870 >
KR> still searching
Well Guys, I want to thank every one that has given suggestions. It has been a real help and I did investigate every thought that was thrown out there and some of them several times. I have found nothing to date that would tell me why the engine quit. So I've decided to sell N357CJ to some poor unsuspecting sucker-- No No - just kidding. I flew this morning for a little over a half hour and I was not shy about putting it through her paces. I ran at full throttle with it leaned out and I ran at partial throttle settings. I dove , I climbed , I did hard turn reversals and just all around had a blast with the roller coaster style flying .The biggest change is the weather(humidity about 50% and 75 deg). I have adjusted the carb richer and all the temps were great this morning as well as exhaust temps. ( I now believe that exhaust temps on the ground are not accurate) The head temps stayed within 15 deg. of each other and the exhaust temps never got much more than 60 deg apart through the whole range. For now I'm calling N357CJ cured and fit for flight into sever VFR conditions. I did one long speed run and calculated true airspeed It worked out to 173.4 mph at full throttle. That put me closer to the west coast than KRA or KRB-(right Jonesy) Any way thanks all again and if you can't tell I am pretty happy again Thanks, Joe Horton On Fri, 4 Aug 2006 20:48:19 -0700 "George Harris" writes: > What's the latest Joe? > > - Original Message - > From: "Joseph H. Horton" > To: > Sent: Tuesday, August 01, 2006 10:24 AM > Subject: Re: Re: KR> still searching > > > > > > > Is your fuel ok? Ethanol, water, poor octane, fuel mixture, etc > > > > Try > > > removing what you got now, for a fresh few gallons and see if > you > > > can make > > > it fail then. > > > . > > Fuel has been drained and check and new fuel put in. I'm > running > > 100LL and didn't expect these troubles. > > Bill Clapp wrote me last night and said he had the same > problem > > in test phase. He thinks that I have not adjusted rich enough in > the > > needle. I may try something more aggressive in the needle > adjustment > > tonight. Temperature is over 100 with high humidity now so it > should be a > > good test. > > Joe Horton, Coopersburg, PA. > > joe.kr2s.buil...@juno.com > > > > ___ > > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > > to UNsubscribe from KRnet, send a message to > krnet-le...@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > > > > > > > > -- > > No virus found in this incoming message. > > Checked by AVG Free Edition. > > Version: 7.1.394 / Virus Database: 268.10.5/404 - Release Date: > 7/31/2006 > > > > > > > -- > No virus found in this outgoing message. > Checked by AVG Free Edition. > Version: 7.1.394 / Virus Database: 268.10.5/407 - Release Date: > 8/3/2006 > > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Belated Fun Friday:-)
On Sat, 5 Aug 2006 09:05:12 -0400 "Kenneth B. Jones" writes: > Just for the record, those metal airplanes were parked with my KR. I > guess > that made them feel "grown-up". The guy next to me was so > embarrassed after > seeing my beauty that he put his RV-10 up for sale for a mere > $235,000. > :-) > > Ken Jones, kenbjo...@cinci.rr.com > Sharonville, OH > N5834, aka The Porkopolis Flying Pig, KR-2 > KHAO > Now that is just plain funny- you should have quick put one up for $240,000. It might not be a singing frog but a flying pig should be worth it. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> KR diet
Like the current emails about diets,my KR don't need a diet. > > Bob Glidden > Eminence,Indiana > KR2S N181FW (building) > Corvair 110 > glid...@ccrtc.com > Bob I say haa! that's easy to say now but wait until ya do the finial weight. Then see if you can still say it. Mine is 25 over the target ;-) Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> FLAP SPEEDS
Mitch, With the variation in each KR I don't think that there will be a set of numbers that will work for all. Having said that I can tell you how mine is set up. I never lower flaps above 100 mph indicated usually on base. 2nd notch is about 80 mph on finial and the last notch is a judgement call somewhere on short finial depending on head wind and actual glide slope. This most times get me over the numbers at 70 mph. My short experience is that the speed from 80 down to 60 for touchdown is difficult to get done with out eating up a whole lot of runway without flaps of some kind. (and brakes) I have landed in as little as 1200 ft and as long as all of a 3000 ft runway. Most times it can be stopped in 2000 ft or less. I use aero braking all that I can and has become somewhat of a game to see how far I can keep the nose wheel off the ground. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Sat, 29 Jul 2006 12:05:51 -0700 (PDT) mitch hargin writes: > At what speeds are the flaps recommended on final? > Thanks. > Mitch Hargin > Clarinda, IA >
KR> still searching
Guys, For the past week I have made some kind of adjustment, change or check in the engine compartment trying to find any source of a problem from my engine out 3 weeks ago. I have a small stumble that I can now get to happen when running on the ground. I did not have any hint of this problem before I started my annual inspection. So I have been concentrating on the things that I touched during the inspection. To recap a little the ignition has been completely checked out as well as the engine itself. This left fuel delivery and carb. The fuel lines where checked and flow was verified to be more than ample. I have about 4 hours of ground run and fast taxi test over the past week. I thought that I might have it licked yesterday so I tried a flight test. I tried to duplicate the flight take off from when the engine stopped. The temp and density altitude were almost the same. The run up and take off and the climb all went without the slightest hick up. I climbed to 8500 ft while circling the airport. (@ 800'/min) I circled for awhile and reduced throttle to 2750 rpm. About 20 min had gone by and not so much as a hint of a problem. I leveled out to the west an noticed that my indicated airspeed and ground speed were almost identical. This made me curious and distract to check true airspeed on the gps E6B calculator. I found that I was operating at a density altitude of 10500 and true airspeed was 139 mph at 2750 rpm. by now I was 10 to 12 miles to the west and I decided to go back to full throttle. I was leaned out during this time also. When I went to full throttle it started to sputter and spit and just plain act up. I went full rich (while turning back) That did not clear it. I reduced throttle and that did not return it to smooth. These were not sudden or panicked throttle changes. I moved the throttle slowly and methodically to try and figure it out and analyze what was going on with the instruments. The only instrument that gave me any clue was the mixture gauge which went to full lean with every sputter. I also tried switching back an forth the 2 ignition systems. That made no difference either. The last resort was to try carb heat. That did have an effect on it and the engine recovered in a matter of 5 to 10 seconds. The mixture gauge showed that it enriched the fuel to a normal level. I did not try full throttle the rest of the flight and I did try going back and forth with the carb heat. After the roughness stopped the carb heat just dropped the rpm but showed no other effect. As a side note the air temp at altitude was 59 deg. and I was at least 1000' above the haze layer(no visible moisture) This morning I took the fuel system apart again and flushed it out and check flow. I ground ran it for about 30 min again. I can get it to do the stumble on the ground now but the engine has to be completely up to normal operating temps. I.E. the oil has to be around 220 deg. and oil pressure is 35 to 38 psi. cylinder heads are all around 350 deg. The exhaust temps are the only other clue that I am finding something that I never had before. All my time before annual inspection at cruise I would set the mixture for the highest exhaust temp to be 1330 deg and they would all fall into a 20 to 30 deg range. Now at 1330 and all temps in the normal range the exhaust span while not get closer than 120 deg and I have to set it for more like 1300 even to stay out of the stumble problem. The way that I can get it to start the stumble problem on the ground is to lean it out. If I leave it full rich it does it only occasionally and with not set pattern or time between. It is also very brief like that too. Any thoughts or other information needed. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> engine out update
Guys I think that I have done and checked every thing that I can imagine and all the stuff that you guys thought up. I ran for another half an hour tonight. Every thing just seemed so sweet. I have been working hard at being precise with set up. The gaps, dwell, and timing as well as fine tuning the aero carb a bit. As a result right now I have the 3100 running as smooth as it ever was. Acceleration is smooth quick and responsive. It has gained a full 100 rpm at take off speed over what I have had the past several months. I am going to fly it in the morning- I could have tonight but just wanted one more night to mull the whole thing over. I know it has nothing to do with it but maybe I'll check the air in the tires just incase. Who ever has that Voodoo doll of my plane please put it away now. Thanks for all the help, Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> First flight training
You will get it quick enough Dan, One of the times around the pattern everything will click and it will all seem fine. I did about 5 hours in a warrior the 2 weeks before first flight. I would not have had the courage to attempt the KR with out that training. I expect that we will here you say any day now that ya got it. Keep it up until your ready. Joe On Mon, 10 Jul 2006 21:55:39 -0400 (Eastern Daylight Time) "Dan Heath" writes: > Well, I had a great session with our flight advisor, in his RV6. > Maybe the > finest one I have ever seen. 180 HP with a constant speed prop. > Anyway, > general flying is good, but I cannot get lined up on the runway nor > maintain > the proper speed. So, I am in no way ready for that first flight > yet. More > sessions to come. > > These guys are great and seem determined to see to it that I don't > do > something really stupid. It is great to have people around you like > that > and all of you netters. > > See N64KR at http://KRBuilder.org - Then click on the pics > See you in Mt. Vernon - 2006 - KR Gathering > There is a time for building and a time for FLYING and the time for > building > is OVER. > Daniel R. Heath - Lexington, SC > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> more on engine outs
I have joined the ranks of have done form those that will. Yes you can return to land down wind from 400' in a climb out. Details latter - need to get to church now. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> more on engine out-details
This may get long if you bore easily- The ending first for those that won't be able to read the details- The pilot is fine - Airframe is fine- The engine is unknown at this time. History About 4 weeks ago I noticed an oil pressure drop while waiting for take off at an away field. The drop was substantial to me as normal idle is above 35# and the alarm went off at 20#. Pressure came right back up with an increase in throttle. I flew it home that morning and raised the question here on the list. I investigated everything that was suggested from that. The pressure remained constant although slightly lower than the previous levels by about 4 or 5#. Normal full throttle was now about 42#. I flew for several more hours over the next week or so and no further cause for alarm The plane was out of service for the past 2 weeks for it's annual already. During that time I preformed many normal preventive tasks. With respect to the engine - oil and filter, cylinder leakage test tune up, timing, and check all blots nuts and screws, plus retorque the prop. I finished up the inspection on Friday and signed N357CJ back into service. Saturday morning I took her for a test flight. All temps and pressures were in the normal ranges as I took off to the west. I climbed to 4500' with everything staying normal. I was watching temps for head and exhaust all along. I was watching head because I had added 2 small deflectors on the inside of the cowl in an attempt to get more air on the middle cylinders on both sides. That appeared to be working as the head temps in the climb were all just over 400 deg. and as I recall within 10 or 15 deg of each other. Oil temp in the climb was 225 deg. The exhaust was being monitored because I had just installed a new mixture meter. Shortly after leveling off and while fooling with the mixture meter the alarm light came on the EIS. I almost ignored it as It has been a constant problem to get accurate RPM numbers as the instrument temp increased. I glanced at it and saw it was a high oil temps warning and the temp was at 275 deg. I reduced throttle and went full rich and started a turn back home at the same time. I was already between 10 to 15 miles out. The temps dropped very quickly (about 5 or 6 seconds) I continued to circle while I tried to figure out what might be happening. The temps dropped to the normal of about 215 deg. I leveled out and thought about weather to continue on or not when it did it again, this time hitting 300 deg. I again reduced throttle hit the GPS for route home and turned on course. The temps again returned to normal very quick and remained that way for the remainder of the flight and landing and in fact lower more yet on decent which would be normal. All this time the engine never skipped a beat and no other number deviated from normal including oil pressure. I had all day to think about this plus a new EIS replacement to install this morning. The only thing that I found that I thought might make the oil temp act like that was it,appeared that a piece of the alum. baffling might be touching the sender wire. I isolated that and installed the new EIS. The new EIS has absolutely rock solid RPM readings and checked out with the digital tach during warm up. The oil pressure at idle was 37 psi. After run up I called a take off to remain in the pattern. The oil pressure was low to mid 40's oil temp was about 145. I was off the ground in about 500' and started a shallow climb while speed increased to about 83 mph and then increased climb to 900f/m. I was treating this as a test flight and doing this on purpose for cooling. This climb and around the patch was uneventful and all in the correct readings. In fact on down wind I remember thinking how smooth and well the engine was running. I landed and taxied back to go again. This time I was satisfied that I could climb straight out and repeat Saturdays flight to see if I could get a repeat or if the wire had indeed been the problem. This time I gave it full throttle upon turning on the runway and lifted off at 65 indicated and stayed shallow till it hit 80 and then set in to an 1100'/min climb. At 150' I did the required turn to 310 deg from run way 29 for noise abatement. As I always do I take a look over my left shoulder and take note of my altitude over the trees at the departure end. It is always about 400' agl that I look back at the instruments with the thought that if something happened now I would turn back. I had the opportunity to glance at the EIS again at this time and the rpm was 2870, oil pressure was 41#, and oil temp was 185 deg. climb was 1100'/min and airspeed was 80 mph. It was only maybe 3 or 4 seconds from the time I had glanced over my shoulder until then when I heard a big POP (bang) and the prop stopped at 11 o'clock position. There is that brief second of disbelief before the action set in. I knew the plan because it had been decide on
KR> microair transponders
Guys. This is just to help keep people informed. I have had a glitch in my microair transponder that had me baffled ( not to hard to do). I am in the middle of doing an annual on N357CJ and the trandsponder was one of the items on my to do list. The following is the response I got from the factory today. For the time being I will most likely avoid large airspaces. When my coverage went out on the trip to Beakley WV the controller would have only had my last position heading and speed to find me if something went wrong and I was a long way from anything at the time. Follow up on a thread from Larry Fleshner last fall about ELT batteries. I replaced mine today and checked the voltage of the old vs. the new. After exactly 1 year the old ones ranged from 1.52 v to 1.56 and the new were all 1.6 v. Just shows that there is drainage and though these were in good shape I would risk another year to save $5. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Thu, 29 Jun 2006 08:41:53 +1000 "Carol Bretag-Gillard" writes: Hi Joseph, you unfortunately have been caught in the middle of major changes in the industry. Apart from the fact that we are always "upgrading/improving" our units, there has been a environmental change with respect to Mode S. At the end of this email I have attached a statement that is found on our website which helps explain the situation. The end result is that you probably require the Service Bulletin upgrade. We have not had the CASA approval come through yet - we are dependant on this approval. On receipt thereof Service Centres around the world will be able to perform the upgrade (we do have to get the required parts to them also). This information will educate a little but for the immediate there is not a lot of assistance available. As soon as we have the SB approval we will let everyone know via the website. Regards, Carol Bretag-Gillard Sales & Marketing Manager Microair Avionics Pty Ltd Ph: + 7 4155 3048 Fax: + 61 7 4155 3049 Email: ca...@microair.com.au Web: www.microair.com.au Over the past 6 months Microair has received reports of intermittent operation of T2000SFL Transponder, and in particular poor Mode C response. Microair has analysed these reports and the operational issues seem to be associated with areas in which radar sites capable of Mode S are operating. Microair has decided to publish a Service Bulletin which will require operators of T2000SFLs to have their transponders upgraded if they are operating in Mode S environment. This Service Bulletin must receive the approval of CASA before it can be released. The Service Bulletin will require the replacement of an existing circuit board and the installation of an additional digital filter. It should be possible for your local Service Provider to embody this Service Bulletin. Please check regularly with this website for more details regarding this pending Service Bulletin. Microair March 2006 - Original Message - From: "Joseph H. Horton" To: Sent: Thursday, June 29, 2006 2:16 AM Subject: T2000-- no comm > Sirs, >At different times for no apparent reason the transponder goes in > the "no comm " indication. Recently it did it for the last half na hour > of a 3 hour flight. I did not know it until a code change was requested > with an ident. I was not able to enter a new code or anything. I tried > turning the transponder off for a couple minutes and back on and the self > test indicated it was OK but the " no comm" indication remained and I had > no radar coverage for the rest of the flight. On the return trip 3 hours > latter the transponder seemed to work the whole time although I did not > contact controllers as I was uncertain of the transponder. I had noticed > the "no comm" at different times in the past several months but only > found that it was a problem in operation during this flight. I really > don't pay much attention to the transponder unless I am using it with > ATC. I have seen the "no comm" come on and go back off a couple minutes > latter. >I bought the radio and transponder from Microair at Sun N Fun in > 2002 but did not get them in operation until October 2005 with the > completion of the of my plane. >Is this a serious problem or some sort of normal operation? > Joe Horton, Coopersburg, PA. > joe.kr2s.buil...@juno.com >
KR> Frasca flyin
I had actually decided to go but the weather man tonight said I don't go any where for the next 7 days. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com > together. Looks like there will be four KR's there and three with > Corvair > engines. Who else is going to be there? > > Mark Jones (N886MJ) >
KR> SAA Frasca Fly In
On Sat, 24 Jun 2006 16:23:00 -0500 "Mark Jones" writes: > I just got home. Great fly in!!! Four KR's showed up: Langford, > Flesner, Clapp and me. Lots of KR builders and Corvair engine > builders too. I put exactly 4.o hours on the Hobbs including all > ground and taxi time. I just beat a storm front home. Started > raining one hour after I got back. Photos later> > > Mark Jones (N886MJ) > Can hardly wait to hear more Mark. And I hope everyone makes it home safe and sound. It is IFR here just to walk out to the mail box. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
Pictures; Re: KR> SAA Frasca Fly In
> > I have some pictures of the SAA Fly-In, posted at the following > Yahoo > address. Click on "slide show" for easiest viewing. > > http://pg.photos.yahoo.com/ph/eros_62546/album?.dir=/fbb5 > > Ed Janssen Great pictures! Thanks a lot I am sorry I couldn't get there. The pictures of Langford and Jones at the podium really struck me as funny. What campaign promises did the aspiring Bush and Channey make to you guys? Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> MILESTONE
On Tue, 20 Jun 2006 18:21:12 -0400 (Eastern Daylight Time) "Dan Heath" writes: > Yea, well, I hope 99 days is enough. > Dan, I'm sure that 99 is more than adequate for you. I spent way more of my 40 hours learning to fly the plane than actual work on changes. I think that the break down in time spent during the 40 hour period was something like 2 hrs on control system and trim, 6 hrs on wheel pants, 6 hrs on instruments, 20 hrs chasing oil leaks. These are hours on the ground doing work. Every hour in the air was spent doing some part of the testing and proving. Every landing was for learning and damage control. I was sometimes only doing flights of 10 to 20 min and it takes a long time to get er done that way. I am sure you have the skills already to accomplish the mission much quicker. Best of wishes to you. (cause I know luck has nothing to do with it) ;-) Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> KR 35th anniversary at Oshkosh
On Fri, 16 Jun 2006 20:10:27 -0400 (Eastern Daylight Time) "Dan Heath" writes: > If I am flying and the weather cooperates, I will be there. > Daniel R. Heath - Lexington, SC > ---Original Message--- > > We need at least 35 committed KR pilots to fly their plane to > Oshkosh next > year for the KR 35th anniversary. Let's start planning now!!! > ___ Dan -- Whadaya mean "IF" ? Anyway count me in for next year for sure> Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Update
Guys. Happy Father's Day, Not a bad week so far. I flew N357CJ seven of the last eight days for close to 10 hours. I did get a flat tire again yesterday on the left side this time and the small hole was at the exact same place inside sidewall with nothing being found that would make the puncture. It went flat will I was getting a soda pop after fueling up and it sure made it tough getting it back to the hanger. I have a little trouble this morning to investigate. Will sitting at another airport waiting for traffic I noticed the EIS flashing which is nothing new considering the way it acts when the instrument gets hot. But this time it was the low oil pressure warning and that never happened before. I did a run up and it came up to 42 psi from the 28 that it was showing at idle. I choose to fly back home which was only about 10 min away. I kept a eye on it during flight and it didn't drop below 38 psi. I did just a base to finial to shorten the time in the air and carried a little power for the approach to keep pressure up. During roll out it dropped back into the 28psi range again. There was no evidence of loosing oil so I need to start looking under the hood to see what I can find I'll let ya know what I find. Kind of a bummer as I had planned to take my father inlaw for a flight on for Father's Day. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Update-reply
On Sun, 18 Jun 2006 13:45:12 -0400 "Clare Snyder" writes: > Joe, I think you are pinching your tube on landing. Try higher > pressure and > see what happens. As for your oil pressure, what oil are you > running, and > how many hours on the change??? > Tires--- I had pressure at 35 psi but it apparently had dropped in the past few weeks to about 30 psi. I increased all to 37 psi now. Oil--- The oil is just about due to change already - about 23 hours on it. I have been using 10-30 in warm weather and 5-30 in the cold. It is a semi synthetic and I also put in a pint or so of slick 50 with each oil change. I did take off the headset to see if I could hear anything strange from the engine. It seemed to run fine. In fact on the first climb out this morning I was thinking to my self how smooth and quite it seemed today. I have the high volume pump installed and pressure has never been below 35psi and 28psi is where I set the warning on the EIS. 42 psi has been the normal operating pressure all along. I installed the instruments for a reason and if I don't investigate what is going on I could be out flying right now in ignorant bliss. I have to find out what changed. I will take advise. Even the EIS is suspect and I still have a loaner that was ready to ship back that I may plug in just to check. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> BKW trip
Wow - What a day guys. I don't really know how to put this day trip into words. I left UKT at 6:45 am and had to make a leg around Camp David to make the trip to BKW about 370 miles instead of 320 or so. I contacted and talked to control centers all the way down and it made me more comfortable about traffic. The transponder quite about 75 miles from arrival and then worked fine on the way home. I am getting more and more proficient at holding altitude and course (well maybe not at the same time) I got to BKW at about 9:30 am. Mark Langford arrived about a half hour latter. I heard him call a straight inn approach and knew exactly where to look and still did not see him until he was only a quarter mile out. He performed what appeared to be a flawless landing. He came out of the haze like magic- just appeared. I met at his plane as he got out and he started to unwire all the stuff that makes his plane a rocket science test bed. We spent close to the next hour going over each others planes. We traded rides in our planes, with Mark being the first passenger in 357CJ. All the hype about carrying someone additional was way more than the actual event and I believe that is going to be the case as more and more 2S ships get in the air. By the way I did give Mark the thrill of the bounce on landing. Mark conned the rent a car lady into getting us some lunch and we had a little BS secession.( I doubt that he believed me) After that we fueled up and took off together for a photo shoot and then to head for home. We did not go head to head with the planes but right now the performance is very similar and the handling as far as I could tell was identical in spite of the differences. I do think that Mark has an easy 10 to 15 mph hiding in the details he has yet to finish. I had a great trip home with clear skies and Mark got the short end of the stick having to climb above clouds and dodge showers. I ended the day with a logbook fattening 5 1/2 hours. Another hour from Saturday and another 1:45 today giving my 11 year old son his first ride. Pretty good weekend for sure. Any one else want to meet halfway??? Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Virginia KR meeting
OK - I'll buy Mark's hamburger and anyone else that shows up. We should be there around 10:000 to 10:30 am local time. (Sorry your ion your own for the fuel tab) Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Fri, 26 May 2006 22:25:00 -0500 "Mark Langford" writes: > The BKW trip is postponed until Sunday morning, same time (11AM, > maybe). > This will literally be a hundred dollar hamburger. $95 for fuel, $5 > for the > burger, assuming we can borrow the former police car to drive to > town. I > strongly suspect it will only be me and Joe, but that's OK too... > > Mark Langford, Harvest, AL > see homebuilt airplane at http://www.N56ML.com > email to N56ML "at" hiwaay.net >
KR> Repairman Cert.
On Tue, 16 May 2006 15:58:22 -0400 (Eastern Daylight Time) "Dan Heath" writes: > I was told that you had to turn in your application for repairman at > the > time you had your inspection, or you could not get one. You are one > blessed > person. > > See N64KR at http://KRBuilder.org - Then click on the pics I don't think that is true. AC65-23A gives all the information of when and how. Joe
KR> Repairman Cert.
Yea that was my point. Joe On Tue, 16 May 2006 15:26:20 -0500 "Mark Langford" writes: > That's really kind of comical. The FAA is too busy to come inspect > your > plane, and perfectly willing to let you pay somebody else to come do > their > job for them, but when it comes to something as obvious as whether > or not > there actually IS an airplane, they feel compelled to come look and > see... > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford > email to N56ML "at" hiwaay.net > >
KR> Repairman Cert.
> I think someone was looking for an excuse to get out of the > office for a day. :-) > > Larry Flesner > > Could be. I may fool him and fly up to him. It is only 10 minutes away. Any excuse is a good excuse to fly. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Diehl Main gear fairings
On Tue, 2 May 2006 20:29:10 -0400 "Jim Brewer" writes: > Netters, I need to find a pair of main gear fairings for the Diehl > landing gear. I have the wheel pants, just need to find out where > to get the fairings. Jim do a search for Diehl Aeronautical. I think that his phone number and most information is on his site. I had bought all the parts at one time through Rand Robinson. Everything fit well even to the new airfoil except the side fairing that covers the cleveland brakes. I started to cut and modify one and stopped and just made new ones for both sides. They fit the shape of the fairing perfectly but just could not cover the brake caliper. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Life is too good
Oh Man Guys, You gotta get out there and build some parts, plan or do something this weekend to get built. I am so sorry that I had a 18 month layoff in the middle of my KR building. I got to the airport this morning about 5:45 and did some preheating. By 6:15 I was warmed up, run up and planned out for the morning flight. I took a tour of the Pocono Mountains. I departed to the East in to a glorious sunrise with the New York City skyline under it about a seventy five miles to the East. I followed the Delaware River north through the Delaware water gap after passing by 2 hot air balloons that were enjoying the beautiful morning. The corvair is purring along at 3350 with all temp right on normal and dragging my shabby KR along at 165 indicated. I was son at the first stop of East Stroudsburg. The only time that I had been on the runway here was when I used to get launched off a pick up truck in my hang glider. The run way seemed way shorter now with a displaced threshold of a hundred feet. I got a little bounce but was stopped with lots of room. Back taxied and departed for Mt Pocono. Climbing out and turning North the next landing would 1500 feet higher only about 15 miles away. No one was there for wind direction so I over flew mid field to check and was able to turn left into the pattern for 08 and had a fine short landing in fairly light winds. I decided to depart the opposite way as I wanted to head west anyway. The departure route took me climbing out just a half mile north of Pocono Raceway.(Damn -forgot the camera) I headed out to Hazelton about 35 miles to the northwest at 4500 ft and was there all to quick to enjoy all that God had out there just for me today . The wind had picked up some here and the approach end of the pattern was a little rough, but all ended well and I taxied back to depart again from 10 and planned on going to Lancaster about 70 miles to the South. When I got climbed back up to 4500 I could see the cooling towers about 50 miles south and the steam was laying over pretty good from the northeast. I decided that the prudent thing to do would be head home before it got strong on the ground there. I also knew that I would have to land from the direction that I hate. I was making 180 mph ground speed and again it passed real quick and soon had to start descending. When I got close to home I heard they were using the end I hate and made a approach around the full pattern to prepare myself. The wind wasn't real strong but near 90 cross and with the turbulent tree line and the down hill landing slope my anxiety was up a little. It was as I thought it would be rough and bouncy and a lot of trouble too stay straight on line. A little extra power and 2 notches of flap we were getting there. The plan was 3rd notch over the threshold- OK - ready - pull OOOPs flap handle broke off. Guess I am landing fast. The flaps retracted them selves from the air pushing them up and I planted it down solid and on the brakes right away. She slowed down and made turn off no problem. Well at least I have something to work on today. It has been a few weeks sense I had to fix anything. Total 1.7 hours today 3 new airports and 52.5 on the 3100 and the KR. Life is more than good it is sweet too. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Flying -but not uneventful
Guys, It was finally a calm clear evening so I went for a ride before 3 or 4 more days of rain. The temp. was about 80 on the ground. I was going around the pattern once before departing for a pleasure ride. I had all my lights on and called my pattern legs. As I was on short finial the guy that had been sitting, holding short called departure and entered the runway. I hit the throttle and moved right and keyed the mike and just said "OK, I guess I'll go around." he said something and stopped but I couldn't understand him. By then I was back to 700 above and at the departure end and I told him that I was clear and to go ahead. He departed and I continued around for a decent landing. After that I flew to home and buzzed the house and did a half hour flight around the area and checked my indicated airspeed at 2800 and full throttle 79 deg. OAT. I have the spinner back on and the speed is back up to 165 indicated but the gps was showing a little more in every direction. I headed back and did another landing. I still had time so I headed around the pattern one more time. Everything was Zen and I pulled back for a flare and the prop stopped with no warning of any kind. A quick look ahead told me I didn't need the engine at that point so I just coasted to the exit. I couldn't get it restarted. My guess is that the temps under the cowl combined with it just idling for a couple minutes and the slow airspeed got the carb to hot or vapor lock Any way I ended up pushing the plane close to a half mile back to the hanger. It really surprised me because all temps ( head, exhaust, oil ) were normal. When I got it back to the hanger I saw a puddle of oil on the nose wheel fairing. This ticked me off too because I thought I had all the oil problems behind me. So I took the cowl top off and there wasn't a sign of oil leak any where, Soo I pulled the bottom half off and found that there was a puddle of fuel in the bottom of the cowl and it was just mixed with some oil film from the bottom of the cowl. I figure that I may have flooded it trying to restart a hot engine. I ran the battery down and will recharge it in the morning. I'll let you guys know how it turns out. It was 50 min. of fun up to then anyway. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Flying -but not uneventful
On Thu, 20 Apr 2006 18:07:13 -0700 (PDT) bo...@hatconversions.com writes: > Joe, > What kind of carb are you running? Paul just changed his and > is > building a new intake system. > > > Bobby - I have a 38 mm aerocarb, #3 needle, airintake directly from in the cowl with the 3100cc corvair. Never ever stalled before. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Flying -but not uneventful
On Thu, 20 Apr 2006 20:38:08 -0500 "M & C" writes: > Joe did you have the carb heat on when you pulled the power? > Mike Turner > Jackson, Missouri > - Original Message - Nope- I have not made that part of the procedure. It does not seem to need it. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Carb heat and vapor lock issue
Hey Guys, First let me say that I went to check my plane over tonight after last nights engine stoppage. I found nothing of concern so I took it out and it started right up. I warmed up and ran normally. I still believe that it was vapor lock and subsequent flooding trying to restart that was the problem. I don't believe carb ice or the lack of using carb heat. I had given it a little goose on short finial and it responded quick and strong, no sign of trouble not more than 10 seconds before it quit. The only thing that I did change tonight was idle was a little low at 650 to 680 rpm. 750 is where it was supposed to be. My fuel lines in the cowl are all fire sleeved but the gascolator is unprotected. I am just about finished making a box and blast tube for it and it will be installed before she flies again. Really after thinking about it some more it may have just stalled from low idle and hot air in the cowl making her go lean. For the record I may be stupid , but I do have carb heat and believe I know how and when to use it. I am trying to share all my experiences to save some one trouble I may have had. Fro the most part this discussion has been good and beneficial. For my parting bit of wisdom for tonight "When I tell newer guys at work not to do something I let them know it is because I already tried it and have the scare some where to prove it" Thanks for the help Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Fri, 21 Apr 2006 13:02:31 EDT ifly...@aol.com writes: > Seems that there is some carb heat discussion - Carb heat is > essential > esspecially with certain carbs. My ( and I emphesize that this is > MY setup) is > as follows. Corvair engine with a 35mm Aerocarb, No carb heat, > filter inside > a plenum box inside the cowl. The engine intake air come from the > warm air > off the bottom of the engine near the oil pan. First - the > Aerocarb is NOT > suseptible to icing as other carbs are due to its design. It is > very similar > to the POSA and REVFLOW. An ELLISON looks very similar but IS > suseptable to > icing. Ive had 350 hours on the Aerocarb and the only issues Ive > had were a > sticky throttle (fixed with stiffer cable and not reducing to idle > after > flying at full throttle - a vacuum issue) and I had some vapor > locking early on - > not actually a carb issue but reducing heat in the cowl area. > I believe that since Joe Horton has an Aerocarb and had some > symptoms > similar to my early vapor lock symtoms that his repairs are to be in > line with > reducing the cowl heat. > > Again - My setup - dont follow if you are not comfortable with it. > Some > Aeorcarb owner have a carb heat box but from what I have heard - > never use it. > The Aeorcarb does not operate well with ram air so steady cowl air, > though > warmer, work the best. > > > Bill and 41768 > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> landin or how to scare the bujeepers out of ya
Guys, Ya know the feeling don't you? I went to the airport yesterday knowing it was about 45 left cross at 5 to 10, but you know this landing a KR is old hat now. I had done some work on oil leaks and wanted to get some run time to check it out. Warm up and takeoff was uneventful and I was just going around the pattern. For some reason that I still have not figures out I could not get trimmed up right and kept loosing speed. Still stuck with it and followed thru to finial. There was more wind aloft and I had to hold a crab on finial and still struggling with the speed getting to slow and sink rate was all over the place. ( I should have gone around then) I had to add power to make the runway and that screwed up the rudder. So we bounced her in and managed to keep it between the ditches. That wasn't to bad so I decided that I could get better than that. This time I flew out of the pattern and got the trim and speed situation under control. That being done and everything feeling normal I entered the pattern and had everything fine until over the tree line and everything went to crap again. The plane got bounced and pushed and I got way behind real fast. I did stay with it and kept the inputs minimal as she seemed to straighten her self out some. We bounced down the runway a second time with some side loading and using all 40 feet of width. Put it away while it was still useable. Went back tonight and the wind was 5 to 10 maybe 15 deg from the right. A beautiful clear night and an hour and 20 min of fun flying only to return to a right 90 deg. cross at 10 to 15 and still a little bouncy at almost sun set. This time speed and trim and sink were fine but I just could not hold center line down finial and when we went over the tree line I got pushed even further off. This time I gave it up quickly and went around. The thing that I was not prepared for was the sudden increase in power from the 3100 corvair and the amount of rudder input that was already being held. This turned me almost sideways to the runway and took a second to get corrected and under control. Pulled up the flaps and climb out was fine. I had a few minutes to plan a little more and decide to use more speed on finial and get the crab angle kicked out sooner. This worked pretty well and I flew down at 75 to 80. Still got pretty beat up over the tree line but it settled down over the runway. I was still a little fast and touched down on the right main. I let the nose wheel drop on and was able to keep it straight for a fair roll out. All and all I was pretty happy to be on the ground and have it still useable. In hind sight I think that I just went out to complacent yesterday and was taught a lesson for it. Today was a jump in the learning curve as it has been a long time since i had a strong cross on finial. I hope that it all adds up to new and better skills and judgement. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Instruments
OOO Bob, You should know that buying airplane parts requires more planning than building the plane. Joe On Tue, 18 Apr 2006 18:46:22 -0400 "Bob Glidden" writes: > Man I got a hole bunch of pretty new instruments today from Wicks > Aircraft.Oh and my wife got the bill ouch!! > > Bob Glidden
KR> Instruments
OOO Bob, You should know that buying airplane parts requires more planning than building the plane. Joe On Tue, 18 Apr 2006 18:46:22 -0400 "Bob Glidden" writes: > Man I got a hole bunch of pretty new instruments today from Wicks > Aircraft.Oh and my wife got the bill ouch!! > > Bob Glidden
KR> KR2S crash?
On Wed, 19 Apr 2006 16:17:27 -0500 "Mark Langford" writes: > I'm told there's work on the Zenith 601 (Matronics) list that a KR2S > with a > Corvair crashed at the end of the runway somwhere, pilot unhurt. > Anybody > know anything about this? > > Headed to the airport to fly some more... > > Mark Langford, Harvest, AL > see homebuilt airplane at http://www.N56ML.com > email to N56ML "at" hiwaay.net > > I can only think of like 4 of us that meet that description and it wasn't me. Hope it isn't true. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> spinner
Guys I finally got the forward bulk head for my spinner today. It did not come with any hardware to attach it to the spinner. I thought that I had seen extra sets of screws in some where the forward bulkhead would be. Does it need screws here or does just having it there with a friction fit good enough?? Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> spinner
Thanks for all the replies, The spinner is now installed and I used 4 screws in the forward bulkhead.( tracked perfectly, and indexed) I did find some information in Firewall Forward. But that said it could be either way. After getting it all fit together it became pretty obvious that it really needed mechanical fasteners to insure that it remains in place. I asked the FBO today where I could get the prop dynamical balanced and he said that the only place local was Sensenich in Lancaster PA. That works for me, it is a Sensenich prop and it is only a 20 min flight in the KR. Ya Hoo some place to go. Joe BTW- I may have mentioned a while ago that I had the front main seal leaking again. I had planned on replacing that when I worked on the spinner. When I got the hub off I found that the oil was getting out thru the bolts that hold the hub to the crank. I cleaned the bolts all up and resealed, so we well see how it goes. On Fri, 14 Apr 2006 09:35:41 -0400 "Myron \(Dan\) Freeman" writes: > It needs screws. > > - Original Message ----- > From: "Joe H Horton" > To: ; > Sent: Thursday, April 13, 2006 9:19 PM > Subject: KR> spinner > > > > Guys > >I finally got the forward bulk head for my spinner today. > It did > > not come with any hardware to attach it to the spinner. I thought > that I > > had seen extra sets of screws in some where the forward bulkhead > would > > be. Does it need screws here or does just having it there with a > friction > > fit good enough?? > > Joe Horton, Coopersburg, Pa. > > joe.kr2s.buil...@juno.com > > > > ___ > > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > > to UNsubscribe from KRnet, send a message to > krnet-le...@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> EGT probe
Bobby. I have no idea where I got my information when I installed my probes but mine are about 2 inches on my Corvair. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com On Fri, 14 Apr 2006 10:36:52 -0700 (PDT) bo...@hatconversions.com writes: > Guys, > We usually thought about 6 to 8 inches from the port was the > spot for > an EGT probe. Any of you guys think differently, running short > straight exhaust? This one bird has straight pipes about 18" > long.Bobby > > ___ > Search the KRnet Archives at > http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> nice day-visit
> different places to make a gradual turn, or keep it going straight. > I took > mine to 15,000' the other day, and it was still climbing at > something like > 300' per minute at that altitude. > Mark, What indicated airspeed were you climbing at?? I took mine to 10500 last night and was climbing at 400 at 110 mph indicated. Sure was nice view from 50miles from Philly it seemed like I was looking right down in the streets. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> 1st official flight
> Today N880AB had its first official flight. It only took 14 years. > Lift-off was uneventful, climbed to 2500 feet at an airspeed of 110 > mph indicated at full power. Leveled off, power back to 2800 rpm > with an indicated airspeed of 140 mph. Had good control reponse and > the engine ran perfectly. I run a 2180 cc Volkswagen with a Sterba > 54 x 54 prop. Did not do a stall, however slowed to 60 mph with no > indication of stall. Empty weight is 635 lbs. with Dan Diehl wing > skins. Decent to pattern was 160 mph., approach at 100 mph, > over-the-fence at 80 to a near perfect wheel landing. Tomorrow the > speeds will be checked with a GPS, weather permitting. > > I plan to have 880AB at the gathering in September. I will keep you > posted as to 880AB's progress during the 40 hour fly-off. > > Bill Page > boliverp...@bellsouth.net Congratulations Bill, Now you are at the stage that all those years were for. Take your time and keep us informed. These are exciting times. You said 160 in decent -- on my first flight when I saw 140 indicated I was trying to slow down so the plane didn't fall apart.(I was sure it would) Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> tire pressure
On Sat, 1 Apr 2006 08:12:22 +1000 "Barry Kruyssen" writes: > Hey Joe, > > For us Aussie guys, can yoy please get the brand so I can try and > chase up a > set here. > > Thanks > Barry Kruyssen > Cairns, Australia > Guys, Here is the information that is on the package.: Cap Alert Supplied for NAPA distribution Centers by Schrader-Bridgeport International Altavista, Va. 24517 Green is good pressure yellow is 4 psi low red is 10 psi low. Hope this helps, Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> N357CJ is now an airplane
Guys , The deed is done and it feels like a relief although I know there is more to do. But I landed this morning after a smooth and uneventful flight of 1.1 hours and a total of 40.4 in the log book. I had to work at it this week but managed to get in 6.4 hours and 10 landings. I explored climbs, cruise, decents and stalls with full fuel and up to 50# extra in the passenger seat. The plane and engine handled it beautifully to this point and I will continue to check it further into the weight envelope. All I can really say is that it is so exciting (almost orgasmic) This has been a dream as long as I can remember. I know that I was trying to design my own pedal powered helicopter and plane at about 9 years old.(then someone explained friction and energy loss to me). When I was about 10 I figured that everyone would own a flying car by 2000. It took a long time to realize that not that many people really had the stuff to fly. Six years latter than that target date I now own that dream. It's very real and a lot of fun. I want to thank everyone that has helped me. Some of you know that you helped and others may not know that they have through their post or simply being a friend with a common goal. I look forward to meeting all of you sometime and sharing more good times and knowledge that comes from the incredibly rewarding hobby of home building aircraft. Thanks again Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com PS. -- 1st trip is planned for one morning this week to visit my Dad. It is a 3 1/2 hr drive but in the time machine I think 45 minutes from take off to landing should do it. Breakfast for an hour and back to work by 9. Man what a life.
KR> Re: Head Sets
I converted > an old set of David Clarks with the ANR kit for $200 and it works > good for me. > Use the fabric covers over the gell seals for more comfort. > > Larry flesner > Larry, Is the conversion something that is sold and can be done at home? I have the foam in the sides of my KR and at near zero this morning at altitude I'm sure it didn't hurt to have it. I think the KR is louder on the ground inside with the exhaust noise bouncing off the ground and the bottom of the fuselage. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Flight test
Guys, This morning really early I finally got in a flight. I tried yesterday morning but decided that I didn't like the wind. It has been blowing 15 to 50 all week and today ended up 15 to 25. Anyway I did a straight out climb with the intent to try a duplication of the report that Mark L. posted the other day. Remember I have a newly installed Sensenich prop. Climb out was done at 100 indicated, 3000 rpm, and a solid 1000'/min climb. I held that until I reached 7500' msl. I had set the altimeter at field elevation and noted the pressure setting on the altimeter. The temperature on the ground was 25 deg. I noticed that the altimeter was not agreeing with the GPS altitude so I checked the local atis and the setting was considerably higher. But changing the altimeter made the GPS disagree by over 500'. I did 3 runs in different directions of about 10 miles long each. Altitude and speed were easy to hold. The GPS ground speeds averaged out to almost exactly what I am reading off the airspeed indicator. The indicated airspeed was steady at 156- 157 mph.. I also did one more run after leveling out at 3000' just for a comparison. After landing I went into the E6B function of the GPS and input the data with a correction for temperature at altitude. In the calculator you can quickly change each number and in each category and find the best and worst case for the true airspeed. Mine had a range of 168.2 to 172.1. I know this isn't close enough for the purist but I'll just take the average and call my true airspeed 170 mph. The calculation from 3000' worked out to the exact same range. The 3100 ran flawlessly today. Max. RPM with the new prop is 3350 and that is right where I wanted it. With the long climb and decent I spent more time with my hand on the mixture than the throttle. It was very sensitive to altitude today. I topped it off with my best landing to date. Shut down was with a total of 35 flying hours. For the first time in many weeks I put the plane away with it not needing any thing fixed or attended to but fuel before I can fly it again.- OH What a feeling! Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
KR> Some more flight report
Guys, It's been a couple weeks since I had time to write. I have been through a few items that needed to be attended to. Both exhaust pipes had cracked and they were repaired( they are temporary). The dip stick tube that had cracked I had to replace twice as I damaged it installing the second new one. The wheel pants continue to give me a little trouble just keeping them tight. Grand Rapids Tech. sent me a loaner instrument to see if it solved my tachometer problems.(it has not) I changed back to the Sterba prop that is now a 56 x 64 and when I took the Sensenich off I found that the bulk head of the spinner was cracked 1/3 the way around. That has been replaced as well as my new Sensenich prop arrived the other day and is now installed. I now have just shy of 35 hours on N357CJ and the 3100 engine. The engine continues to run well and most all the troubles that I have had I think that I caused and have been solved. One that is a repeat that I am not sure what to think about it is that my front main seal has started to leak. It had started to leak after 10 hours of taxi time last summer and I replaced it when I installed the nitride crank. It had remained leak free until this past week. There was about 31hrs flight time on the motor when it started to leak.(maybe 38 hrs total time on engine) A new seal is ordered and will be in this week. The airframe has been almost no trouble at all with the small exception of keeping the wheel pants tight. The slightly heavy left wing that I reported before is taken care of with a small trim tab on the left aileron about 1/2 x 2" wide at the center of the aileron. I can now fly completely hands and feet off the controls while trimmed up in cruise flight. It sure makes it more relaxing. The new Sensenich is not exactly what I thought I ordered, but I put it on any way. I had ordered a 56 x 60 and I got a 54 x 60. The climb rpm has increased to about 3050. It was 2950 with the 56 x 58 that Dan had loaned me. I only have 4 take off's and landings on it so far and just under 2 hours of flight time so this information my change. In cruise flight at 2500 feet I was getting right on 170 mph indicated at about 3350 rpm. So it does not appear that I have gained or lost any performance and put the engine in a better operating range. I would have some better information but I flew for some 20 min of my cruise time at 6500 ft after a touch and go at one airport and forgot to take out the 2 notches of flaps that was in for landing. When I discovered that speed jumped up about 10 mph but I was already busy preparing for decent to land. The weather has started to warm up some and I can tell the difference in the Aero carb operation. It will need to be adjusted for summer operation before I leave for Sun N Fun. I hope to have the 40 hours flown off in the next week to 10 days. I think that I am ready to try adding a little bit of weight in the passenger seat over the next few hours. I love this plane! One toy I don't think I'll ever let go. Joe Horton, Coopersburg, Pa. joe.kr2s.buil...@juno.com
