KR> Revmaster and Warp Drive

[kenneth l wiltrout]

My 2100 was built in the early 80's ( passed around the country )and I
bought it in 96 and had it flying in 6399U in 2001. That being said
Revmaster recommends a 3200 rpm cruise but I've pushed it to 3400 on
occasion but not often. I have a 3100 static RPM and always take off and
climb at full throttle. I repitched the prop last year from 54/50 to 54/48
and got a much better climb but lost about 7 mph in cruise. I plan to buy
another 54/50 so I have a better cruise prop.

Good Luck

Kenny
6399U
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dave Dunwoodie
Sent: Tuesday, March 01, 2011 6:55 PM
To: kr...@mylist.net
Subject: KR> Revmaster and Warp Drive

Hi again everyone, I have more questions!  Revmaster hasn't responded to 
my questions, but Warp Drive has.  So I'm making a little progress!

Here's a brief history.  The airplane is a standard KR2 with spring gear 
and brakes.  Beyond those changes, it appears to be plans-built.  It is 
fitted with a Revmaster 2100D and a Warp Drive 3-blade prop, square tip, 
52" diameter.

I am soliciting suggested RPM settings, pitch settings, etc.  I note 
that the Revmaster charts stop at around 3300 RPM, but that the curve is 
still rising at that 80HP point.  Daryl at Warp Drive suggested that I 
should be looking at perhaps 3500-3600 RPM ???  He said that if I want 
to "slow it down" to 3000 RPM, some pitch adjustments might be appropriate.

So I guess I'll ask for the simple information now, and then the 
detailed stuff later!

What would be the redline for the 2100D ?
What would be the best takeoff RPM setting ?
What would be the best cruise RPM ?
(And dozens more questions like that)...

On the prop, what would be the best pitch, at least to start from ?  Has 
anybody worked climb against cruise performance and developed some 
suggestions for pitch settings ?

Any information and/or suggestions for this engine/prop combo would be 
most appreciated.  The aircraft has 118 hours logged with this combo, 
but very little performance data is documented.  The original tachometer 
had the redline at 3500 RPM, however Warp Drive is suggesting the 
3500-3600 range for normal operations, so I'm wondering now.  I am 
trying to develop a POH and also determine some do-not-exceed markings, 
etc., so any experience in these areas would really help.

Thanks,

Dave.



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KR> Fw: MY KR Shimmy Problem

[kenneth l wiltrout]

I get the nose gear shimmy thing every year or two, all I do is snug up on
the nut to apply more pressure on the thrust washer and that always takes
care of it.

Kenny
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Jeff Scott
Sent: Monday, April 27, 2009 10:26 AM
To: kr...@mylist.net
Subject: Re: KR> Fw: MY KR Shimmy Problem




>Some of you nose dragger pilots that own the Diehl gear can comment here. 
>Doesn't that gear have a centering >spring?  Does it pull the nose wheel 
>all the way back straight?

Yes, it does have a centering spring but it does not completely straighten 
the wheel. Mine has some free travel in it. I am not sure the total amount 
of free play but I would guess 15°.

Mark Jones (N886MJ)

So the implication here would be that it also requires a preload to dampen
it as well?

-Jeff Scott
Los Alamos, NM


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6:19 AM

KR> KR Insurance

[kenneth l wiltrout]

What kind of coverages???

Thanks,
Kenny
Kutztown, Pa 6399U

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Friday, November 21, 2008 5:26 AM
To: kr...@mylist.net
Subject: Re: KR> KR Insurance

I get mine from AUA in Greensboro NC.  If you want a contact, let me know. 
Mine is $416 a year, for liability only. 

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2008 - KR Gathering in Mt. Vernon, Ill
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC
---Original Message---

where is the best place to get reasonable insurance for my KR? 
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9:37 AM

KR> Aircraft Value Question?

[kenneth l wiltrout]

I didn't go through anything like that in Pa, I gave them a low $ #, told
them most of it came from here and there i.e.: junk yard etc, Pd a few
hundred in taxes and that was the end of it.

Kenny
Kutztown, Pa

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
ColdLake-Tim
Sent: Tuesday, November 18, 2008 10:08 AM
To: KRnet
Subject: Re: KR> Aircraft Value Question?

If you have VW power show him the 'on-line' low engines parts/costs..

- Original Message - 
From: 
To: 
Sent: Tuesday, November 18, 2008 08:02
Subject: KR> Aircraft Value Question?



Hi guys,

Quick question for everyone, hope I am not being intrusive! I am dealing
with property taxes on my KR right now, and I think what they want to
charge me is way too high. I am in Kansas. The appraiser has it valued
at $15000 and wants me to pay $2500 a year in taxes! I think this is
crazy. I have a meeting with the appraiser tomorrow, so any input would
be great. I am trying to gather information on the value of other KR's
so I can have some kind of an argument.

Thanks,

Josh Choitz




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11:23 AM

KR> Radio noise------TKM MX 11

[kenneth l wiltrout]

My TKM MX11 has dramatic noise that I hear through the headset when
transmitting on the lower end ie:118.20 etc. At the upper end it's very
quiet. Any of you electronics wiz's have any suggestions? Is it a squelch
thing?

Kenny Wiltrout
Kutztown, Pa

KR> KR2S plans

[kenneth l wiltrout]

It's funny how it works with the FAA, 8 yrs ago during the certification
process they asked what the ser # was, I could have said anything but I used
the # Jenette gave me. I got the impression they just wanted a # and could
care less. The last thing the FAA will do is check up on anything
experimental.

Kenny Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of D Lively
Sent: Friday, June 08, 2007 9:59 PM
To: KRnet
Cc: psh...@netscpe.com
Subject: Re: KR> KR2S plans

Pat:

I purchased my original set of plans from Ken Rand himself at his office in
Huntington Beach in '76.  I since took over a project  complete with plans.
I spoke with Jenette Rand at the last gathering and about a month ago I got
around to transferring the registration of the plans I got with my project
via fax about a month ago and about a week later or so she called to confirm
all of  the information with me by telephone.  She did this though there was
nothing additional in it for her.

I am sure she will contact you but be patient for at this time of  year
there are many EAA Fly-ins and suspect she attends many which means there
will be a lot of time away from the office and it is as businesses go a
small operation but she is dedicated.


Donald Lively
Burlington IA 52601





- Original Message - 
From: "Dan Heath" 
To: 
Sent: Friday, June 08, 2007 7:43 PM
Subject: Re: KR> KR2S plans


> Faxed her early last week, with my return fax number, no answer.  Called
> left a message early this week, answer.  This is typical, you just have to
> either keep at it, or build something else. 
> 
> See N64KR at http://KRBuilder.org - Then click on the pics 
> See you at the 2007 - KR Gathering
> There is a time for building and a time for FLYING and the time for Flying
> has begun.
> Daniel R. Heath - Lexington, SC
> ---Original Message---
> 
> From: VIRGIL N SALISBURY
> Date: 06/08/07 15:40:00
> To: kr...@mylist.net
> Subject: Re: KR> KR2S plans
> 
>Fax to RR and leave a return Phone Number. Ask her
> about delays, Virg
> 
> On Fri, 8 Jun 2007 08:39:36 -0700  writes:
>>
>> I had started writing a check for the KR2S plans, and then read
>> about the delays.  So I thought I would try this first.  Anyone have
>> a pristene set of plans and or just started project for sale? Reply
>> to psh...@netscape.com, oh yeh I live in South Mississippi.
>> IHS  PAT S
>>
>> _
>> Netscape.  Just the Net You Need.
>>
>> ___
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>> http://www.maddyhome.com/krsrch/index.jsp
>> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
>> Post photos, introductions, and For Sale items to
>> http://www.kr2forum.com/phpBB2/index.php
>> please see other KRnet info at http://www.krnet.org/info.html
>>
>>
> 
> 
> ___
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> 
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>
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2:21 PM

KR> insurance

[kenneth l wiltrout]

Don't feel bad JoeJust pd mine $640

Kenny

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Joseph H. Horton
Sent: Tuesday, May 15, 2007 3:43 PM
To: kr...@mylist.net
Subject: Re: KR> insurance

Well Maybe this is all true but it don't make me happy. Jones' was $ 150
less than mine the past year and now 2 more of you are saying that your
quotes are $300 less than my Quote that i just got last week, I already
raised the question with them why mine has not come down more. Maybe I
should compare history sheets to see if i am asking for more than you
guys are. With the exception of Larry I don't think that Jones, Langford.
and I are very far apart in the total time experience.

Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

On Tue, 15 May 2007 07:09:04 -0500 Larry Flesner
 writes:
> At 06:21 AM 5/15/2007, you wrote:
> >Anyway, I thought I'd check out Sky Smith because a lot of folks 
> >swear by him, so I did.  I got EXACTLY the same coverage from him 
> as 
> >what I had the year before, through EXACTLY the same carrier (AIG), 
> 
> >for half the price.  That's $300 that I can do something else 
> with.
>
+

> 
> I've had aircraft insurance with SkySmith since 1998 and they are 
> good
> people to work with.
> 
> My "liability only" dropped from $600 last year to $332 this year, 
> the same
> as yours.  I guess they consider you to be $32 more responsible 
> than
> me !!  :-) My coverage is with AIG also.  The $300 I saved bought
> most of the cylinder I needed.
> 
> Larry Flesner
> 
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

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10:47 AM

KR> Engine rebuild.

[kenneth l wiltrout]

Mark---why do you think the pump was binding in the 1st place???

Kenny
Kutztown, pa
6399U

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Jones
Sent: Sunday, April 29, 2007 8:00 PM
To: KRnet; Corvair Net
Subject: KR> Engine rebuild.

As all of you know, My last flight only lasted to a climb to 800' AGL and a
180° back to the airport for a landing while loosing rpm. You also seen the
compression check I posted.
 Here is my diagnosis:
1) Oil temp was running high due to binding of oil pump. Yes, the oil pump
was so tight that I could not turn it without firmly gripping the
screwdriver handle and applying a great amount of force. It is a wonder I
did not break my distributor shaft. You should be able to turn a properly
set up oil pump by gripping the screw driver shaft with oil on your finger
tip and freely turning the pump. If you can not do this, you have problems.
2) I had re-adjusted the carburetor and actually had it set too lean even
though it ran smooth through all rpm ranges. This lean setting contributed
to my high cht's. 
3) Compression loss was due to my rings warping from the high temps caused
by the lean mixture. These were chrome rings and if you remember, my worst
compression reading was on # 2 at 80/46. number 5 was the next worst at
80/54.
4) Loss in rpm on takeoff: all of the above.

Here is my solution:
1) Re-set oil pump to within specs. Now she turns free and does not create
ant drag or friction.
2) Carburetor will be adjusted correctly when ready to start up.
3) Compression regained by honing cylinders and installing new rings. I have
completed the re-build of the left bank and achieved the following
compression without even running the engine.
 # 5 = 80/75
 # 3 = 80/76
 # 1 = 80/78
I still have to build the right bank.
4) I am installing a Tornado behind my Ellison to swirl the air/fuel mixture
for better distribution.

So, hopefully, I will be back in the air soon.


Mark Jones (N886MJ)
Wales, WI 
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
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9:14 AM

KR> Head room

[kenneth l wiltrout]

It'll be snug but should be oklong flights may get old though.

Kenny
Kutztown,Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of airb...@comcast.net
Sent: Sunday, May 06, 2007 10:09 AM
To: KRnet
Subject: Re: KR> Head room

Hi there, I was wondering if I am going to have any problems flying with two
people on the kr2,
I am a Skinny person 5'-11" and 155 lbs and I will be taking my wife of
4'-11" 120 lbs.
will that be ok ?

what is the max size pilot and passenger a kr2 should have to be semi-
comfortable
thanks

Gus Casares
KR2 N64635 

-- Original message -- 
From: "Dan Heath"  

> Yes, that is another miss on Ken's part. I guess he thought that everyone 
> in the world was built like him. Building a KR to plans, or just being on 
> the KRnet, should be enough to enlighten everyone to that folly. But the 
> great part of the KR, is that you DON'T have to do it that way. 
> 
> http://krbuilder.org/TurtleDeck/index.html 
> 
> That is simple to remedy and really has nothing to do with dual or center 
> stick. Flying a KR from the center has a downside of it's own, named poor 
> visibility. 
> 
> See N64KR at http://KRBuilder.org - Then click on the pics 
> See you at the 2007 - KR Gathering 
> There is a time for building and a time for FLYING and the time for Flying

> has begun. 
> Daniel R. Heath - Lexington, SC 
> ___ 
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AM

KR> Hello

[kenneth l wiltrout]

Got it---U had a wild day!

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Jones
Sent: Wednesday, April 25, 2007 6:08 PM
To: KRnet
Subject: KR> Hello

Test, is anyone getting this?

Mark Jones (N886MJ)
Wales, WI 
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
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12:19 PM

KR> 150 HP KR?

[kenneth l wiltrout]

I pegged the needle at about 225 mph


Isn't the VNE 200 mph for a KR???
Ken Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Randy Smith
Sent: Friday, December 22, 2006 9:16 AM
To: KRnet
Subject: Re: KR> 150 HP KR?

Cruise about 165 mph top out at 185 mph. No wheel
pants ,gear fairings or spinner at this time.  At the
KR gathering I pegged the needle at about 225 mph
across the runway. Need to order a Sturba prop, This
one will not let me red line in level flight. It is a
68x71 cut down to a 66.5x71. I think I need about a
66x69. 


--- Marc Lee Winnig  wrote:

> How fast will she go???   Marc Lee Winnig  
> 
> mlwin...@hotmail.com  
> 
> (815) 301-5011  Cell and Vonage  
> (801) 749-9460  FAX
>
_
> Try amazing new 3D maps
> http://maps.live.com/?wip=51
> ___
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> 

__
Do You Yahoo!?
Tired of spam?  Yahoo! Mail has the best spam protection around 
http://mail.yahoo.com 

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3:22 PM

KR> water cooling VW

[kenneth l wiltrout]

Spinning a VW up to 4200RPM's ?I guess!

Ken Wiltrout
Kutztown,Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Dan Heath
Sent: Saturday, December 16, 2006 4:54 AM
To: kr...@mylist.net
Subject: Re: KR> water cooling VW

Check it out.  I might do this one day.

http://www.greatplainsas.com/llc1.html 

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2007 - KR Gathering
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC
---Original Message---

  I am also interested in the water cooled heads
Anyone out there have any info?

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5:10 PM

KR> VFR operations ionto IMC

[kenneth l wiltrout]

I have a Ball bank indicator & a slip skid as well, when I go into a turn
the ball bank stays in the center until I really slow down,any
idea why? It's panel mounted almost directly over my CG, could that be it?
If I get stuck on top and try to descend keeping my wings level will be
little more than a guess.

Ken Wiltrout
Kutztown, Pa

KR> Gussets

[kenneth l wiltrout]

I agree they are expensive, I bought the RR attach fittings and I'm
confident in their quality. If you make your own you may want to consider
magnafluxing the end product. Good Luck
Ken Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of jg7...@mindspring.com
Sent: Thursday, December 07, 2006 9:15 AM
To: KRnet
Subject: KR> Gussets



Gussets, gussets, gussets  I'm starting to really hate gussets. I know it is
a necessary evil but I for one will be glad to finish with them and get to
working on something that really looks like progress. On the up side of
things the fuselage is starting to look really good. I am planning on
starting on the stub wings in about a week.
 On to a question. Does anyone know where I might get my wing attach
fittings cut? RR's price is way to expensive, and a friend who cut his on a
water jet no longer has access to it. I can do it the hard way, I have
access to all of the equipment, mill, drill press etc. But if I could
outsource it without to much cost that would be great. I already have the
4130 . I await your replies.
John Godwin
jg7...@mindspring.com
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12:22 PM

KR> EAA SPORT AVIATION

[kenneth l wiltrout]

DUES

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Rick / Pam
Sent: Sunday, December 03, 2006 2:38 PM
To: KRnet
Subject: Re: KR> EAA SPORT AVIATION

 Maybe some one  can answer this for me. Does  joining get you into local 
chapters as well or are there dues for that also 


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9:39 PM

KR> Fuel Tanks

[kenneth l wiltrout]

Thanks Larry--Since I had good luck with AeroPoxy I'll probably
stick with that. My tank is leak free for 7 yrs now. I heard these epoxies
don't do well if running auto fuel that has alcohol. 100LL should still be a
safe bet.

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
Larry Flesner
Sent: Monday, December 04, 2006 8:42 AM
To: KRnet
Subject: Re: KR> Fuel Tanks

At 07:22 AM 12/4/2006, you wrote:

>When I built 6399U I used AeroPoxy & Cloth to build the header
>tank-Has anyone used the West System? I run 100LL.
>Ken Wiltrout
+

My project started with Safety Poxy II years ago and I kept
switching as the products disappeared from the market.
I don't recall exactly which one I used to build the tanks but
I'm sure I was using the West System four years ago when
I was repairing the leaks in my left wing tank.   For three years
I was running auto fuel and I've switched to 100LL the past
year or so due to availability. (I'm getting it free at the airport
from our fuel sampling barrel !) So far, no problems.

Larry Flesner


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7:18 AM

KR> Fuel Tanks

[kenneth l wiltrout]

OK ---Thanx
Kenny

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of D F Lively
Sent: Monday, December 04, 2006 10:59 AM
To: KRnet
Subject: Re: KR> Fuel Tanks

Ken Wiltrout:

FAA Regs do not permit the use of  fuel containing alcohol.  I discovered
this
while checking into what was ivvolved in getting an STC to use auto fuel in
a
cirtified engine.

Don

kenneth l wiltrout wrote:

> Thanks Larry--Since I had good luck with AeroPoxy I'll probably
> stick with that. My tank is leak free for 7 yrs now. I heard these epoxies
> don't do well if running auto fuel that has alcohol. 100LL should still be
a
> safe bet.
>
> -Original Message-
> From: krnet-bounces+kwiltrout1953=verizon@mylist.net
> [mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
> Larry Flesner
> Sent: Monday, December 04, 2006 8:42 AM
> To: KRnet
> Subject: Re: KR> Fuel Tanks
>
> At 07:22 AM 12/4/2006, you wrote:
>
> >When I built 6399U I used AeroPoxy & Cloth to build the header
> >tank-Has anyone used the West System? I run 100LL.
> >Ken Wiltrout
> +
>
> My project started with Safety Poxy II years ago and I kept
> switching as the products disappeared from the market.
> I don't recall exactly which one I used to build the tanks but
> I'm sure I was using the West System four years ago when
> I was repairing the leaks in my left wing tank.   For three years
> I was running auto fuel and I've switched to 100LL the past
> year or so due to availability. (I'm getting it free at the airport
> from our fuel sampling barrel !) So far, no problems.
>
> Larry Flesner
>
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>
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> 7:18 AM
>
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7:18 AM

KR> What to do when the throttle cable in your KR2 snaps in midair.

[kenneth l wiltrout]

I experienced the same thing several years ago 2 times I had a carb ice
issue that bent the revflow spring. Had to kill the eng on final, better yet
had to taxi at full power.

Ken Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Barry Kruyssen
Sent: Tuesday, November 21, 2006 3:07 PM
To: 'KRnet'
Subject: RE: KR> What to do when the throttle cable in your KR2 snaps in
midair.

Good one Willie, a cool head and no problems, that's good to hear.

My throttle is a simular setup, a spring pulls it to wide open and the cable
is used to close it.

Regards
Barry Kruyssen
Cairns, Australia
k...@bigpond.com
http://www.users.bigpond.com/kr2/kr2.htm



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Willie van der Walt
Sent: Tuesday, 21 November 2006 7:30 PM
To: KRnet
Subject: KR> What to do when the throttle cable in your KR2 snaps in mid
air.

  What to do when the throttle cable in your KR2 snaps in mid air. Last week
Thursday I was flying "Shrek" around Phalaborwa just for fun at 1000 vt AGL.

When I returned to the airfield, I noticed my speed was sitting at 160mph
and closed the throttle to slow down. Nothing happened. The engine was still
running at full power I joined on downwind and started preparing myself for
an emergency landing. I called on the radio for ground assistance in case
things got out of hand.

  The throttle design is such that a spring opens the throttle and the lever
in the cockpit is to pull the throttle closed. In a way it is better than
the push rod idea but anyhow.

  I planed to turn the magnetos off on a glide slope that I knew would take
me to the runway without power. As it is, the KR picks up speed even with
power off if the glide is not flat enough. The fire department was getting
ready as I went around a couple of times at flat speed. During my last go
around I pulled the cable housing out of the lever box (with my one hand)
and managed to remove the metal cap over the cable housing end. This exposed
4mm of the cable tip. I clamped the 1.7mm cable between my thumb and
forefinger and pulled the inner out. The power came down and I could use the
accelerator like that. Now on finals I realized that at some stage I will
need my left hand to apply brakes and cut the engine. So on short finals I
let go of the cable, the revs shot up but before much happened I cut the
engine at the magnetos. A perfect dead stick landing followed and pushed the
plane back to the hanger.

  There are few things to learn from this.

1.. Don't panic and make hasty decisions. Take your time and plan your
crash ( it may not be one)
2.. Practice engine off approaches so you get to know your aircraft and
glide ratios
3.. Carry enough fuel so you can use it if you need to stay in the air
longer than planed.
4.. Wear brown pants.


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KR> brakes

[kenneth l wiltrout]

I've added fluid 2 times this year and once last year, no visible leaks
anywhere except for slight seepage at the caliper o rings, that's the only
place I could be loosing it, guess I'll rebuild the calipers and do the
lining while I'm at it.??
Ken Wiltrout
Kutztown mailto:krnet-boun...@mylist.net] On Behalf
Of Larry Flesner
Sent: Saturday, November 11, 2006 9:43 AM
To: KRnet
Subject: KR> brakes


>   I found that
>the reservoirs were almost empty.  This is the third time that I have had
to
>fill these things.  I don't see where the fluid is going.  I had the same
>reservoirs on my first KR, but with Goodyear wheels and brakes and I never
>had to fill them.  I guess you get what you pay for and I will have to be
>more diligent about filling them on a schedule.
>Daniel R. Heath
+++

Loosing that much fluid should leave a tell tale sign somewhere.
If you have any in-line fittings, like in the wing, etc., I'd be checking
for some leaks.  If you're running "plastic" lines they tend to soften
at the brake attach with excessive braking and may be leaking
there.  I've only had to top my reservoirs once in 3 years and
260 hours and that was when I changed wheels and brakes.

Larry Flesner


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KR> "Shreg" went off the end of the runway

[kenneth l wiltrout]

You need the speed brake now, with out it you'll need 3000' of runway every
time at those approach speeds.
Ken Wiltrout
Kutztown Pa

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
VIRGIL N SALISBURY
Sent: Monday, November 06, 2006 2:11 PM
To: kr...@mylist.net
Subject: Re: KR> "Shreg" went off the end of the runway

Reduce your approach speed !! If it wanted to fly at 60, then
approach near there.
 Your choice of speed, not mine, Virg

On Mon, 6 Nov 2006 20:16:07 +0200 "Willie van der Walt"
 writes:
> Today was the 4th flight with "shreg" and it ended in the felt on the 
> extended runway. I came in on finals and did a side slip in a 75 
> degree X-wind. The speed was down to 90 mph when I crossed the fence 
> and I was about 1m above the runway over the numbers. I was hoping 
> to loose the extra 10 mph but no way. The throttle was closed at 
> idle about 1000 rpm but the plane kept on floating. I then put the 
> wheels onto the runway and held it firmly on the ground. The speed 
> was indicating 60 while running with the tail up. There was still 
> about 600m of runway left. I pulled back slightly to apply brakes 
> but then the wheels hardly touched the ground and I could feel The 
> KR wanted to get airborne again. At 40mph I could pull back on the 
> stick and apply enough brakes to almost lift the tail. I had no 
> direct forward visibility over the nose and was shocked to see the 
> loop entrance, at the holding point, coming past at about 20mph. I 
> went off the tar into the long grass and almost flipped over as the 
> grass grabbed the wheels, spats and wings all at the same time. This 
> was a quick stop. Even the engine stopped. Hennie repaired the prop 
> well because the tips held up well against the grass. Only some 
> marks on the red tip paint. I pushed the plane back to the hanger 
> and left it there for the night as I had enough excitement for one 
> day.
> 
> In summery. I need to get the speed down to 80 over the fence or go 
> around and try again if I am still above over the numbers. Wish I 
> could fit airbrakes like we had on the gliders when I sailed at 
> Donaldson Dam.
> 
> If I can not get landings right within the next 3 or 4 times I am 
> going to fit a belly plate brake or something. 
> 
> What can I do to loose the lift after round out?
> 
> Regards Willie www.riversafaris.co.za
> 
> touri...@intekom.co.za
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> ___
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> 
> 

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KR> "Shreg" went off the end of the runway

[kenneth l wiltrout]

My board is 10X20 w a max deflection of 70 degrees, It does have 2 rows of
holes. In my case the results were very dramatic,at 70 over the #'s I can
get into the shortest runways. This summer I put it down on a 18oo' grass
strip in northern Pa. Without the board never in a million years. I was
hoping to get a nose down attitude on short final but it decends so rapidly
I'm always nose high.

Ken W
Kutztown

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
Barry Kruyssen
Sent: Monday, November 06, 2006 6:03 PM
To: 'KRnet'
Subject: RE: KR> "Shreg" went off the end of the runway


Hi Willie

With regards to the belly board.  I retro fitted a belly board and in my
case all it does is help slow me down on finals and steapen the approach
angle (giving a better view over the nose). Once I round out it appears to
enhance the ground effect and I float further.  I think the board deflects
the airflow down onto the strip. My ground roll distance has not changed,
nor the distance I finish from the runway "numbers". My belly board does not
have any holes in it, maybe I need some, just a thought.

In my opinon I would not retor fit a belly board again, a lot of work and
weight for minimal gain. Get the numbers right and it will all be easy (as
Mark Langord said).

Regards
Barry Kruyssen
Cairns, Australia
k...@bigpond.com
http://www.users.bigpond.com/kr2/kr2.htm


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Willie van der Walt
Sent: Tuesday, 7 November 2006 4:16 AM
To: KRnet
Subject: KR> "Shreg" went off the end of the runway

Today was the 4th flight with "shreg" and it ended in the felt on the
extended runway. I came in on finals and did a side slip in a 75 degree
X-wind. The speed was down to 90 mph when I crossed the fence and I was
about 1m above the runway over the numbers. I was hoping to loose the extra
10 mph but no way. The throttle was closed at idle about 1000 rpm but the
plane kept on floating. I then put the wheels onto the runway and held it
firmly on the ground. The speed was indicating 60 while running with the
tail up. There was still about 600m of runway left. I pulled back slightly
to apply brakes but then the wheels hardly touched the ground and I could
feel The KR wanted to get airborne again. At 40mph I could pull back on the
stick and apply enough brakes to almost lift the tail. I had no direct
forward visibility over the nose and was shocked to see the loop entrance,
at the holding point, coming past at about 20mph. I went off the tar into
the long grass and almost flipped over as the grass grabbed the wheels,
spats and wings all at the same time. This was a quick stop. Even the engine
stopped. Hennie repaired the prop well because the tips held up well against
the grass. Only some marks on the red tip paint. I pushed the plane back to
the hanger and left it there for the night as I had enough excitement for
one day.

In summery. I need to get the speed down to 80 over the fence or go around
and try again if I am still above over the numbers. Wish I could fit
airbrakes like we had on the gliders when I sailed at Donaldson Dam.

If I can not get landings right within the next 3 or 4 times I am going to
fit a belly plate brake or something. 

What can I do to loose the lift after round out?

Regards Willie www.riversafaris.co.za

touri...@intekom.co.za


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KR> Cracked spar

[kenneth l wiltrout]

Don I'm not sure there is a correct way other than replacing the spar, I'm
concerned about the construction methods used by the original builder, 2nd
retracts are prone to failure to begin with and with a water cooled Saturn
engine hanging up front it only amplifies the load on your gear. Was a
weight and balance done? I guess the spar could be repaired but it won't be
pretty.
Ken Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
captl...@aol.com
Sent: Friday, October 27, 2006 8:55 AM
To: kr...@mylist.net
Subject: KR> Cracked spar

It was a bad day at the airport. 

  I bought  a project that I've been working on about 6 months to  get ready

for inspection and was to the point that I was doing engine runs and
taxiing 
it around the airport.
  It has a Saturn engine (125 HP) and retractable tricycle gear. The  main 
gear is the stock gear mounted behind the main spar. During full power run
ups 
I heard a pop and shortly after that a cracking noise, after which the main

gear retracted about half way. The problem was the brackets that hold the 
spring  bar to the spar broke just above where they attach at the bottom
part of 
the  spar. This allowed the top part that holds the locking mechanism to be 
pushed up  when the gear tried to retract. This caused the spar to crack
above the 
holes  drilled to hold the brackets in the top part of the spar. The crack 
runs  parallel along the spar the entire width inside the fuselage.
  Now the question for you engineer types!
  I'm trying to figure a way to repair it without having to completely  tear

the fuselage apart. I was wondering if I could glue the spar back and  run 
doublers on each side of the spar with them continuing though the  sides out
to 
the wing attach points? I'm also going to remove the gear  which I never
liked 
and change to the Grove type mains and make it a tail  dragger.
  Any advice would be greatly appreciated.
  Thanks
  Don Ray
  N880DL
  KR2XL
  Waco, TX

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KR> Cracked spar

[kenneth l wiltrout]

No---Replace it.
K Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of captl...@aol.com
Sent: Friday, October 27, 2006 9:25 AM
To: kr...@mylist.net
Subject: Re: KR> Cracked spar

The radiator is in the rear of the fuselage with an inlet in the belly like

a P51. The weight and balance came out great running from 8 to 12 inches
from  
the leading edge. I was just wondering if I could run something like 1" by
4" 
 douglas fir, spruce or possibly plywood along the front and rear of the  
spar to regain or possibly improve the strength of it?
Thanks Don
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KR> Steve Jones

[kenneth l wiltrout]

If he had all that xtra weight onboard he may have been doing stall tests as
well. It's possible it could have gotten away on him. I agree that a wing
failure is highly unlikely.

Ken Wiltrout
Kutztown, Pa


-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of Bob
Lee
Sent: Tuesday, October 17, 2006 6:04 AM
To: 'KRnet'
Subject: RE: KR> Steve Jones

I just read the NTSB report that Mark Jones reported last week.
<>

The interesting thing in this report was what they don't say.

Under the section, WRECKAGE AND IMPACT INFORMATION it was stated:

"According to law enforcement personnel who dove on the wreckage, only 1
wing remained secured to the airplane."

What they don't say is if the other wing was at the crash site.  Did it
separate in flight and end up somewhere else or is it located at the crash
site because it broke off on impact?

We have never had evidence of a KR wing failure in flight and it would be
helpful to know if that is still true after Steve's crash.

Regards,

Bob Lee
N52BL  KR2
Suwanee, GA
91% done only 65% to go!



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RE: Réf. : KR> KR2S Life Span

[kenneth l wiltrout]

The finishing process took longer than I care to remember.

Ken Wiltrout

-Original Message-
From: krnet-bounces+kwiltrout1953=verizon@mylist.net
[mailto:krnet-bounces+kwiltrout1953=verizon@mylist.net] On Behalf Of
Brian Kraut
Sent: Monday, October 16, 2006 8:26 PM
To: KRnet
Subject: RE: Réf. : KR> KR2S Life Span

When I had mine outside I was saving about $250 a month over a hanger.  I
figured that if it lasted 10 years outside that I would have saved enough
money to buy two more KRs with engines and radios.

I was also figuring that if the glass started to get bad that you could
strip the glass off and reglass and paint it like new.  I don't know how
long that would take, but it seems to me like you could do it fairly
quickly.

Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Serge VIDAL
Sent: Monday, October 16, 2006 3:35 AM
To: KRnet
Subject: Réf. : KR> KR2S Life Span


Hi, Richard.

The KR2 is basically wood structure and composite skin, right?

Well, wood structures, if taken care of properly, have a nearly unlimited
lifespan. Keep the wood dry and it does not lose its properties.

Composite skins, we don't know really, because they haven't been around
for more than 30 years or so. What we do know, mostly from the gliders
guys, is that they can last for 30 years, again, if taken care of
properly. Here, the main thing would be to shelter from the sun, I guess.

Serge Vidal
KR2 "Kilimanjaro Cloud"
Canberra, Australia





"Richard Mulford" 

Envoyé par : krnet-boun...@mylist.net
15/10/2006 14:31
Veuillez répondre à KRnet
Remis le : 16/10/2006 08:58


Pour :  kr...@mylist.net
cc :(ccc : Serge VIDAL/DNSA/SAGEM)
Objet : KR> KR2S Life Span



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

 Australia

_
Thousands of jobs, millions of opportunities at seek.com.au
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=757263760&_r=Hotmail_EndText_Oct06&_m=EXT


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KR> New KR2 builder

[kenneth l wiltrout]

I'm assuming the original builder had plans, If they can't be located buy a
set from RR.
Good Luck!
Ken Wiltrout
Kutztown, Pa

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of ROBERT SALLEE
Sent: Friday, October 20, 2006 10:05 PM
To: kr...@mylist.net
Subject: KR> New KR2 builder

Hi everybody. My name's Bob Sallee. I recently purchased a KR2 project. The
boat and wings are built. It came with a 2180 VW engine, never run. There is
a ring binder with construction plans. Question? Where should I start first.
Is there a full-size set of plans available. Should I order them. Any
suggestions would be appreciated. Thanks in advance. Bob 


  Bob & Sherrill Sallee
  bobsal...@sbcglobal.net 
  620-285-3228 
PO Box 324 
Larned, KS 67550





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KR> 1st year reflections

[kenneth l wiltrout]

Congrats Joe! I'll be pulling 99U out of the hanger for the winter next
week. Over the winter I'm gonna work on a list of issues for next year. BTW
after I got back from a short flight today a fella was unloading a RotorWay
Exec for some hovering practice.
Kenny

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Joseph H. Horton
Sent: Friday, October 20, 2006 4:29 PM
To: corvaircr...@mylist.net; kr...@mylist.net
Subject: KR> 1st year reflections

Guys,
Yesterday was the first birthday of N357CJ's first flight. I was
not able to celebrate with a flight but took a few minutes to reflect on
the past year. 
A quick summary of events and totals:
123.2 hours of flying 
about 50 hours of cross country flying
about 6000 miles traveled
1 Emg. landing due to oil leak
1 Emg landing due to engine out in climb out
trip to the gathering
started flying passengers
took my kids for flights
Fly to my Dad's for breakfast a couple times
Morning and evening sun panoramas
All more than one person deserves!
There is always some little thing to work on and I accept that as part of
the project. It really don't get any better than this. The picture that
Mark took of a sunset is really the glow from my happiness.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

BTW- I pulled my microair transponder out on Tuesday to send to get up
graded. I just received an E-mail that it is in transit back to me
already. Now that is service!!!

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KR> RE: Insurance

[Kenneth L Wiltrout]

Just type Skysmith into a search engine and you'll get to it.



On Fri, 10 Sep 2004 04:47:49 -0400 (Eastern Standard Time) "Dan Heath"
 writes:
> Kenneth,
> 
> 
> 
> Does SkySmith Aviation have a web address? 
> 
> "There is a time for building and a time for GOING TO THE GATHERING, 
> and the
> time for building has long since expired."
> 
> See you in Mt. Vernon - 2004 - KR Gathering http://KRGathering.org
> 
> See N64KR at http://KR-Builder.org - Then click on the pics
> 
> Daniel R. Heath - Columbia, SC
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> RE: Insurance

[Kenneth L Wiltrout]

SkySmith Aviation Don't waste your time anywhere else. Been there
done that.



On Thu, 9 Sep 2004 07:04:41 -0500 Mark Jones 
writes:
> As a follow up on getting insurance quotes, I received a reply to my 
> request
> for insurance from Avemco yesterday. They told me that the KR 
> aircraft is a
> non insurable aircraft with them. They also stated they will not 
> insure a
> Corvair engine. They did state they would do liability only for 
> property
> damage but no medical for pilot or passenger. They sent me a special 
> form to
> fill out for the liability insurance on the KR/Corvair and there 
> must have
> been a hundred questions on it plus I think they would probably want 
> a blood
> sample, a hair sample, a urine sample, a bowel sample, and last but 
> not
> least, your right arm. (just kidding on that last sentence). 
> Needless to
> say, I just marked them right off my list.
> 
> Mark Jones (N886MJ)
> Wales, WI
> 
> 
> -Original Message-
> From: Mark Jones [mailto:flyk...@wi.rr.com] 
> Sent: Tuesday, September 07, 2004 9:57 PM
> To: KR Net; Corvair engines for homebuilt aircraft
> Subject: Re: CorvAircraft> Insurance
> 
> This is just a FYI. Today, I received an insurance quote from Jim 
> Nelson of
> Falcon Insurance:
> 
> 
> HULL VALUE:  $20,000
> HULL PREMIUM:  $1,124
> 
> DEDUCTIBLES: NOT-IN-MOTION:   $2000  IN-MOTION:
> $2000
> 
> LIMIT OF LIABILITY:  $500,000 combined single limit bodily injury 
> and
> property damage excluding passenger liability.
> 
> LIABILITY PREMIUM:  $258
> 
> MEDICAL PAYMENTS:  $3,000 Including Crew
> MEDICAL PREMIUM:  $18
> 
> TOTAL ANNUAL PREMIUM:  $1,400 (This is a package price)
> 
> I was very open and explained that I have a Corvair Conversion done 
> to
> William Wynne's specs and have 22.6 test run hours on the engine. I 
> also
> explained that I had no flight time in a KR yet had a couple hours 
> of taxi
> time. Insurance is obtainable on a Corvair powered aircraft.
> 
> Mark Jones (N886MJ)
> Wales, WI  USA
> E-mail me at flyk...@wi.rr.com
> sit my KR-2S CorvAIRCRAFT web site at
> http://mywebpage.netscape.com/n886mj/homepage.html
> 
> 
> - Original Message - 
> From: 
> To: 
> Sent: Tuesday, September 07, 2004 8:21 PM
> Subject: CorvAircraft> Insurance
> 
> 
> > Has anyone read the writeups in the latest  Kitplanes issue 
> concerning
> > aircraft insurance? They get opinions from 2 or 3 of  the largest
> insurance
> > companies that insure aircraft and at one point they  mention that 
> auto
> conversion
> > aircraft are almost impossible to insure. They  didn't indicate 
> whether
> they
> > meant hull insurance, liability or both. Makes me  wonder what 
> percent of
> > homebuilers fly without insurance, especially auto  conversion 
> homebuilts.
> I am
> > working on my first homebuilt, a Pietenpol using a  Corvair. I 
> don't
> really care
> > about hull insurance but don't know about flying  without 
> liability.
> >
> > Rick Holland
> > Colorado
> > _
> > to UNsubscribe from CorvAircraft, send a message to
> corvaircraft-le...@mylist.net
> > Other CorvAircraft list info is at
> http://www.krnet.org/corvaircraft_inst.html
> >
> 
> 
> 
> _
> to UNsubscribe from CorvAircraft, send a message to
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> Other CorvAircraft list info is at
> http://www.krnet.org/corvaircraft_inst.html
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> 


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KR> Bank Angle Indicator

[Kenneth L Wiltrout]

Any of you guys using a bank angle indicator ( non vacuum type ) that
acts more like a slip skid indicator? I can roll into a 60 deg bank and
the ball stays centered. It is located on my panel which is directly
above my cg. It reacts very well on the ground. Seems like the G forces
on it are the issue.


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KR> Linear Actuator

[Kenneth L Wiltrout]

While building 6399U I also looked at linear actuator"s but after seeing
how slowly they worked I went to a manual setup. My concern was in the
event of a botched landing and the need to get slippery real fast for a
go around and clear trees or whatever, the 5 to 10 sec these things take
to travel was not acceptable.



On Wed, 11 Aug 2004 07:21:38 -0400 "Dana Overall" 
writes:
> >From: "rparker" 
> >Mark Jones turned me on to a linear actuator for his belly flap and 
> I 
> >managed to find a decent looking one for $110  + $22 for a nice 2 
> way 
> >rocker switch and relays from Wizard Automotive in Fla. I believe 
> the units 
> >sell for $280 through the company that makes that flying peice of 
> cookie 
> >cutter sheet metal that Dana has in his garage. - Those things took 
> up 
> >entirely too much real estate at OSH ! you've seen one, you've seen 
> them 
> >all. ;--)
> 
> 
> Actually I represent that statement!!  I'll help you out here, if it 
> was 
> supplied by the evil empire prior to 1/2002 it was manufactured by 
> Motion 
> Systems.  If it was supplied post 1/2002 it is manufactured by the 
> metal 
> madness company themselves.  Looking to be on the wing of a 
> particular KR 
> from Alabama next year as the my new drive unit/engine configuration 
> should 
> pull this ol kitchen appliance along at somewhere around 220MPH, 
> which I 
> have a feeling it's going to have to do to keep up, with a proven 
> 2900FPM 
> climb at gross.
> 
> Come to think of it Rich, it's not going to be my garage much 
> longer, 
> relatively speaking.
> 
> Autopilot engaged, computer engine control controlling fuel flow and 
> mixture 
> and fire, engine monitering system watching over my gold powder 
> coated baby, 
> Monroy traffic detector keeping an eye open, weather and terrain 
> showing on 
> my 430, watching Top Gun on the LCD screen with stereo on the 
> headsetseating cookies just may be in 
> order:-)  
> Sorry, couldn't resist.he who dies with the most toys 
> wins!!
> 
> 
> Dana Overall
> 1999 & 2000 National KR Gatheirng host
> Richmond, KY i39
> RV-7 slider, Imron black, "Black Magic"
> Finish kit
> 13B Rotary. Hangar flying my Dynon.
> http://rvflying.tripod.com/aero1.jpg
> /rvflying.tripod.com/aero3.jpg
> http://rvflying.tripod.com/blackrudder.jpg
> do not archive
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Bendix mags

[Kenneth L Wiltrout]

Thanks John, That was me. I was wrong about the series though, it's a
3000 series. Unfortunately I have to wait till this winter to do this as
there is no room to work till I pull the engine.


On Mon, 5 Jul 2004 07:39:01 -0400 jas...@webtv.net (Linda Warner) writes:
> Someone asked how a new harness would attach to a 2000 series Bendix
> mag.
> 
> As far as I've ever seen, they always come with a new back plate and 
> it
> simply attaches to the mag with 4 screws. These screws only get 
> torqued
> to 35 inch lbs, so you need a very low scale torque wrench. Over
> torqueing can lead to case warping and was the subject of an AD on 
> them
> years ago.
> You'll need to tell them what plugs you have (5/8 or 3/4 barrel) 
> when
> you order your harness.
> Also,you want to make sure when you are installing the harness, that 
> all
> of the wire ends or insulators go inside the holes in the 
> distributors
> on the back of the mag. It's easy to miss one or two of the holes 
> and it
> won't run very well that way. (Don't ask me how I know).
> 
> Hope this helps some.
> 
> John Sickafoose
> EAA Tech Counselor
> Naples, Fl
> 
> 
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Re: TKM MX11 Squelch Control

[Kenneth L Wiltrout]

Can anyone familiar with the TKM MX11 radio tell me what the procedure is
to adjust the squelch. The radio does have auto squelch but I've got some
ign noise that is right on the border, just the slightest increase in
squealch would eliminate it. On the front of the radio there are several
adjustments and one has an S, is that the control and if so what
direction should I turn it??? Thanks to those who reply!!


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KR> TKM MX11 Squelch Control

[Kenneth L Wiltrout]

Thanks Larry, your insight is always appreciated, I was trying to think
if the S could mean something else as I did not want to untune it or
something. What I really need to do is ty it down and run it at full
throttle and then set it. After 2500rpm is where the ign noise
starts.Live and learn---IKS  NAY to auto
plugs!!---Kenny


On Sat, 10 Jul 2004 16:18:26 -0500 larry flesner 
writes:
> >Can anyone familiar with the TKM MX11 radio tell me what the 
> procedure is
> >to adjust the squelch. The radio does have auto squelch but I've 
> got some
> >ign noise that is right on the border, just the slightest increase 
> in
> >squealch would eliminate it. On the front of the radio there are 
> several
> >adjustments and one has an S, is that the control and if so what
> >direction should I turn it??? Thanks to those who reply!!
> ++
> 
> I think that's what I have installed in the Tripacer.  I adjusted it 
> when I
> installed it and haven't had to touch it again.  I adjusted mine 
> without
> the engine running but if you have engine noise you'll have to 
> adjust
> with the engine started.  The S is squelch and the other I think is
> for brightness or something.  
> 
> Turn the S (probably counterclockwise) until you get background
> noise and then the opposit direction to silence, just like a 
> squelch knob on any other radio.  Just make sure you adjust
> while no signal is being received (no one talking).  Using a
> close but unused frequency will make the job easier.
> 
> Good luck.  Those are great radios.
> 
> Larry Flesner
> 
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> TKM MX11 Squelch Control

[Kenneth L Wiltrout]

Hi Larry--you are correct, I flew 6399U this morn and
just bumped the squealch ever so slightly, now the radio is noise free
till someone keys up on the same freq. What I did notice is that ATIS
from RDG ( which is approx 20 mi away) no longer triggers the radio till
I get to about 13 mi of the airport, but tower communications still wk
ok. I left the screwdriver in the plane as insurance as I may need to
reverse things in the event that I call Philly and they don't answer, but
for the time being I'm not being driven nuts by that incessant buzzing.
This winter it will get rectified as I'm going back to aviation plugs and
a new harnessLIVE AND LEARN!!


On Sun, 11 Jul 2004 06:41:42 -0500 larry flesner 
writes:
> >
> >Thanks Larry, your insight is always appreciated, I was trying to 
> think
> >if the S could mean something else as I did not want to untune it 
> or
> >something. What I really need to do is ty it down and run it at 
> full
> >throttle and then set it. After 2500rpm is where the ign noise
> >starts.Live and learn---IKS  NAY to auto 
> plugs!!---
> Kenny
> ++
> 
> Kenny,
> 
> That sounds like a problem you may have to fight from the noise 
> end.
> Mark Langford had some post recently that related to electrical
> noise.
> 
> Adjusting the squelch too high will keep you from receiving all but
> the closest and strongest signals.  
> 
> Larry Flesner
> 
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Harley motors

[Kenneth L Wiltrout]

Anyone ever consider the goldwing 1500 or 1800 engine, it would need a
reduction unit and of course it's water cooled, but it may be an
alternative to the subbie.



On Mon, 5 Jul 2004 03:25:01 +1000 "StRaNgEdAyS" 
writes:
> Steve J.:
> The EVO is short for the H.D. Evolution engine (from 1986 -1998/9?) 
> It's a
> darned side less shaky than the Shovel, and about 200% more reliable 
> to boot
> 
> I'm pretty sure all H.D. engines are dry sump engines, forced 
> lubrication
> supplied by pump from an external tank. (There sure ain't no room in 
> that
> tiny crankcase for a sump)
> Cheers.
>  Peter Bancks
> stranged...@dodo.com.au
> http://www.homebuiltairplanes.com
> http://canardaviationforum.dmt.net
>  
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Bendix mags

[Kenneth L Wiltrout]

I'm thinking about going back to aviation plugs as I can't get rid of the
static I have with Joe's auto plug conversion from Revmaster. I thought I
had it liked but in flight it is still pretty annoying.  If I get a new
harness what's involved with installing it into the 2000 series bendix
dual mags.  I never had the mags apart as of yet.   Thanks!! 



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KR> Ignition noise

[Kenneth L Wiltrout]

Hi Brian, This e-mail just showed upRevmaster sent me
Autolite 425 plugs which are resistor plugs according to their web site.
Revmaster does use a shielded harness. After telling Joe at revmaster
about the radio noise he said what did u gap the plugs at? I said since
there were no instructions I left them at .030 as that's what they were
all set at, then he said that's my problem, re gap to .016, so I did and
believe it or not the noise went away on the ground but in flight it came
back about 75% of what it was. So I called an avionics shop and was told
to get some shielding ( the tubular variety that is woven like Chinese
finger cuff's ) and slide it over the last couple of inches of wire prior
to the plug boot and down over the boot as well, and for good measure
solder a wire to the shielding and ground that to the block as well. So
I'm waiting for the shielding now.
I may call Steve at Great Plains, I completely forgot about
himThanks!


On Sat, 12 Jun 2004 14:56:42 -0400 "Brian Kraut" <brian.kr...@engalt.com>
writes:
> Are you using resistor plugs?
> 
> Great Plains recommeds only Bosch W8AC plugs.  I used them and had 
> no noise.
> 
> I am not familiar with the Revemaster conversion.  Great Plains uses 
> an
> aluminum machined piece that completely covers the plug.  The 
> standard
> shielded ignition wires connect to this piece and keep the plug 
> completely
> shielded.  Steve recommends connectiong a wire from the aluminum 
> piece to
> the engine if there is noise, but I never had to do that.
> 
> Does the Revmaster use a shielded harness?  Are you using it off of 
> a mag?
> 
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com
> 
> -Original Message-----
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
> Behalf Of Kenneth L Wiltrout
> Sent: Saturday, June 12, 2004 2:23 PM
> To: kr...@mylist.net
> Subject: KR> Ignition noise
> 
> 
> Due to the high cost of aviation plugs I decided to buy the 
> Revmaster
> conversion kit to auto plugs-that being said 
> the
> engine runs excellant but now I have unbearable ignition noise. If I 
> had
> to do it over I never would have done this. Any of you radio techs 
> out
> the know of a solution??   If I have too I will re install a new 
> aviation
> harness and plugs. ( but I'd rather not  $$$ ) THANKS!!
> 
> 
> The best thing to hit the Internet in years - Juno SpeedBand!
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> Only $14.95/ month - visit www.juno.com to sign up today!
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
> 
> ___
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> 
> 


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KR> Ignition noise

[Kenneth L Wiltrout]

Due to the high cost of aviation plugs I decided to buy the Revmaster
conversion kit to auto plugs-that being said the
engine runs excellant but now I have unbearable ignition noise. If I had
to do it over I never would have done this. Any of you radio techs out
the know of a solution??   If I have too I will re install a new aviation
harness and plugs. ( but I'd rather not  $$$ ) THANKS!!


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KR> Ignition noise

[Kenneth L Wiltrout]

Thanks Steve--I already sent them an Email.
Kenny



On Sat, 12 Jun 2004 21:01:24 +0200 "Stephen Jacobs" 
writes:
> now I have unbearable ignition noise - Any of you radio techs out 
> there
> know of a solution??   
> 
> 
> 
> Kenneth
> 
> There is no doubt that you can solve your problem without too much
> trouble (or $$).  You will probably get some good advice here - if 
> not,
> join this yahoo group:  http://www.avionicsinstallations.com/
> 
> I keep an eye on their posts - some well informed lads that are 
> happy to
> help.
> 
> Good luck
> Steve J
> Zambia
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Ignition Noise

[Kenneth L Wiltrout]

Thanks Jim-Someone told me the power wire to the radio needs to
be sheilded as the eng noise is conducted through the radio via this
wire??




On Sat, 12 Jun 2004 20:20:57 -0500 "JIM VANCE"
 writes:
> The auto plugs should have an R in the number.  These are the 
> resistor version of the standard plugs and will greatly reduce radio 
> interference (Rotax changed their plugs to resistor type for this 
> reason).  If all else fails, buy some metal braid that is used for 
> grounding straps, etc.  Put it over the ignition wires from the plug 
> to the distributor/magneto.  Use heat shrink tubing at each end.  
> Ground just one end of each wire at the distributor.  If  you ground 
> both ends, then you have a conductor rather than a shield and it 
> won't work.
> 
> I've done these two things to the Rotax 582 in my Renegade.  I can 
> hear people in the pattern at airports a hundred miles away.
> 
> Jim Vance
> va...@claflinwildcats.com
> ___
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KR> Ignition noise

[Kenneth L Wiltrout]

  For those of u that responded, Joe at Revmaster said what did I gap the
plugs  at, I told him since no instructions came with them I took the
average of what they were gapped at in the box and set them all at .030.
He said that is probably most of the problem, regap to .016 they are
trying too hard to fire and creating to much RF
energy---Does this make sense




> > ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
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> 
> 


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KR> Wing Attach Joint Cover

[Kenneth L Wiltrout]

Ken, don't fly with the joint exposed, it will certainly create drag and
may damage the wing depending how well you sealed the ends. Some guys use
tape which looks kinda cheesy, I bought velcro on a roll and got white
vinyl at a building store, now I can peel off the gap seal ( which is
what it really is ) to inspect the attach fittings and bolts when I feel
Like it. I also did it like this because the 1st year I flew it I removed
the wings each time. The gap seal is thicker than using alum and screwing
it but It really makes a neat job.Good Luck!



On Sun, 6 Jun 2004 08:45:33 -0400 "Kenneth B. Jones"
 writes:
> I have read several ideas for covering the wing attachment joints but 
> haven't decided which one I will use.  Is there any problem with 
> flying with the joint and attachment bolts exposed, or is it 
> mandatory that this joint be covered/faired for safe/stable flight?  
> I think covering the joint is primarily for appearance but I could 
> be wrong.
> 
> Ken Jones
> N5834
> ___
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KR> Speed Brake (Belly Board)

[Kenneth L Wiltrout]

My alum speed brake is in it's 2nd season now. I chose to activate it
using my own lever design rather than eletrically, because if you need to
retract it instantly  due to a missed approach and the trees are at eye
levelmanual activation is the only way to go.

Mine is 10X30 and I wish it was bigger.



On Fri, 14 May 2004 07:59:56 -0500 larry flesner 
writes:
> >Hindsight is always 20/20.  If I were to do it again, I would use a 
> sheet
> of 1/4" Last-a-Foam with reinforcement at the attachment for the 
> actuator arm.
> >
> >Jim Vance
> ++
> 
> 
> The foam could also be glassed on one side, laid on the fuselage 
> bottom on a piece of plastic, and contoured to match the bottom
> of the fuselage.  Contour the edges and build an air ramp at the
> lead edge and you (or the air) can hardly tell it's there.
> 
> Have I mentioned it's LIGHT also.
> 
> Larry Flesner
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
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KR> Rev Flow Carb

[Kenneth L Wiltrout]

  I thought my problems were over with this thing. 2 wks ago I
started the 2100 revmaster and the carb worked fine, today ( and its
warmer too) I started the 2100 and it ran so rich that I had to lean it
to the point of shutting off so it would stay running. What I found was
that the intake pipe that is under the eng had lots of raw gas in it, my
thought is that its running on this fuel as well as whats coming from the
carb therefore the super rich condition. I'm wondering what starting
procedure others with this carb are using. I think I,m giving it to much
fuel before it fires hence the extra fuel in the intake tube. This carb
has given me fits since I bought it.-HELP.


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KR> Rev Flow Carb

[Kenneth L Wiltrout]

That's basically what I'm doing Mac. What I don't understand is 2 wks ago
it worked fine. I took the carb off and the needle is freenothing
hanging up, ran the needle to full lean--still
floods?//

On Sat, 24 Apr 2004 21:41:43 EDT flymaca711...@aol.com writes:
> ken I flew today over the Chesapeake bay no problems with the revflow 
> or the 
> crankshaft (vw ) some of you guys keep banging on the vw cranks so 
> that was on 
> my mind . you must be starting it wrong heres how i start mine 
> mix 
> fullrich fuel on crack it 1/4 hit the key or it will flood. now if  
> it sits for a 
> weeks it gets a airpocket or something and i just bleed it at the 
> gas stainer 
> and its fine. make sure your getting full lean cut off on the carb 
> or your 
> flooding it draning the strainer on pre flight also mine has 3/8 
> line.  don't give 
> up its a good carb  by the way what did Joe at revmaster say the 
> first time 
> you had problems did you try new needle?
> 
> 
> 
> 
> 
> 
> 
> 
> 
> Mac 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR> Insurance

[Kenneth L Wiltrout]

My 2S is powered by a 2100 Revmaster$15,000 hull value, and full
coverage for under $1000 last year, I'm being requoted for this year. I
should know in the next week or 2 what it will cost for 04. My carrier is
SkySmith.


On Fri, 2 Apr 2004 17:19:23 -0600 "Mark Jones" 
writes:
> FYII just received a quote from Falcon Insurance through EAA. I 
> advised them my plane is equipped with a Corvair engine and they 
> offered me a $1,000,000.00 liability. Hull value $15,000.00 for a 
> rate of $1,851.00 per year. Insurance is obtainable with a Corvair 
> engineyou just have to pay out the A$$ for it.
> 
> Mark Jones (N886MJ)
> Wales, WI  USA 
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at   
> http://mywebpage.netscape.com/n886mj/homepage.html
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>Elevator balance amount

[Kenneth L Wiltrout]

I did not counterbalance my elevator as per the plans. These airplanes
are usually tail heavy as opposed to nose heavy with today's over weight
pilots. That being saidputting almost 2 lbs of lead that far
to the rear will have a more dramatic effect on the cg than you may
think. Use caution. If you are hanging a corvair upfront then I wouldn't
worry about it.




On Sat, 13 Mar 2004 18:05:44 -0600 "Steve and Lori McGee"
 writes:
>   I did the elevator counter balance today with the elevator being 
> the "Horn " style ( Richard Mole design ) with the naca 63009 
> airfoil.
> With the weight in the horns it took a total of 28 ounces of lead in 
> 4 peices of conduit.  Maybe 29 OZ in all.  Anyone else know the 
> weight required for their counter balance?  I was wondering where I 
> sat  for weight comparison.  Also this  HS is almost 8 feet wide. 
>Now with the weight in the horns there is no worry of a bracket 
> breaking under G loads.  The horns are well wrapped with carbon and 
> I plan on wraping some light deck cloth around the wood rib on the 
> outside as there is room.  This will also make up for the extra 
> weight of paint on the larger rear side of the elevator.  
> 
> Steve McGee
> Endeavor Wi. USA
> Building a KR2S widened.
> lmc...@maqs.net 
> 
> 
> 
> ___
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> 
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KR>Wing Bolts

[Kenneth L Wiltrout]

Go with the 8 bolts per side, If u go with a spacer and 1 bolt fails u
are really loosing the srtength of 2 bolts at 2 seperate attach points.



On Tue, 24 Feb 2004 21:26:57 -0700 "Lee"  writes:
> Netters this will not be my last question for you tonight.  This one 
> goes out to guys and gals that have flying KR's.  What is the best 
> way to bolt the wings on 4 bolts on each side or 8 small ones per 
> side??
> 
> Lee Van Dyke
> Mesa AZ
> N783JB
> l...@vandyke5.com
> http://vandyke5.com/kr2.htm
> ___
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> 
> 


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KR>How long

[Kenneth L Wiltrout]

5 yrs and 1800 hrs for 6399U.


On Wed, 25 Feb 2004 17:30:31 -0500 "Ron Freiberger"
 writes:
> Several thousand, maybe.  How fast are you?
> 
> Ron Freiberger
> mailto: rfreiber...@swfla.rr.com
> 
> -Original Message-
> From: krnet-bounces+rfreiberger=swfla.rr@mylist.net
> [mailto:krnet-bounces+rfreiberger=swfla.rr@mylist.net]On Behalf 
> Of
> Dennis Dyer
> Sent: Wednesday, February 25, 2004 1:49 PM
> To: KRnet
> Subject: KR>How long
> 
> Hi Netters,
> 
> I was recently asked how long it would take to build a KR..I said 
> I'd post
> on the KR Net to get an idea of the average builders hours. Can you 
> help me
> answer this question?
> 
> Thanks,
> 
> Dennis Dyer
> 13035 US Hwy 285
> Pine, CO 80470
> 
> 
> 
> 
> _
> Get your free e-mail address  http://www.mtnguy.com
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
> 
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>Ameri-King AK350

[Kenneth L Wiltrout]

Anybody know how to adjust this encoder???  It reads 200' lower than I
actually am. It does have an adjustment screw, I just don't know which
way to turn it, and how much.


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KR>4x2x1/8 aluminum extrusion

[Kenneth L Wiltrout]

Wicks1-800-221-9425   had extruded hinges when I needed them, they
were $40.00 per 6 ft at that time---5 yrs ago.
Happy hunting.



On Tue, 17 Feb 2004 09:13:38 -0800 larry severson 
writes:
> Where can I get the extrusion needed for the aileron hinge? AS does 
> not 
> carry it.
> 
> 
> 
> Larry Severson
> Fountain Valley, CA 92708
> (714) 968-9852
> lar...@socal.rr.com 
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>Ameri-King AK350

[Kenneth L Wiltrout]

Thanks, I'd appreciate it!!ATC is telling me I'm 200'
lower that I actually am.


On Tue, 17 Feb 2004 13:48:16 EST boeing757me...@aol.com writes:
> Be careful! Some encoders send uncorrected barometric pressure and 
> ATC puts 
> the correction in automaticallyto what ever the local barro is at 
> that time.  I 
> might be able to find out at work if we have access to the books.
> 
> Chris Theroux
> Gilbert, AZ
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>Ameri-King AK350

[Kenneth L Wiltrout]

Thats true but when ATC asks to confirm your altitude and what they see
is 200' less or more than what I see, I've been told to have it
checked Not quite sure what to do now. Have it checked I guess.


On Tue, 17 Feb 2004 17:08:02 -0500 "Ron Freiberger"
 writes:
> I think ALL encoders are set at standard conditions, 29.92 In of Hg 
> /
> SeaLevel.  You  would rarely have it read your actual altitude.
> 
> Ron Freiberger
> mailto: rfreiber...@swfla.rr.com
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On 
> Behalf Of
> boeing757me...@aol.com
> Sent: Tuesday, February 17, 2004 1:48 PM
> To: kr...@mylist.net
> Subject: Re: KR>Ameri-King AK350
> 
> Be careful! Some encoders send uncorrected barometric pressure and 
> ATC puts
> the correction in automaticallyto what ever the local barro is at 
> that time.
> I
> might be able to find out at work if we have access to the books.
> 
> Chris Theroux
> Gilbert, AZ
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
> 
> ___
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> 
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KR>Masking Tape - Removal

[Kenneth L Wiltrout]

WD40 wks as well. I had tape residue on my canopy and after testing a
small area it left no stains or damage. This is a trick I heard about
some time ago but I forget where I heard it.good luck.



On Sun, 8 Feb 2004 07:45:05 -0500 (Eastern Standard Time) "Dan Heath"
 writes:
> I use 3M Adhesive remover and I have not found a surface that it will 
> damage
>  including painted and Acrylic. 

>  

> See N64KR at http://KR-Builder.org - Then click on the pics

>  

> Daniel R. Heath - Columbia, SC

>  

> da...@kr-builder.org

>  

> See you in Mt. Vernon - 2004 - KR Gathering

>  

> See our EAA Chapter 242 at http://EAA242.org

>  ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>UV Smooth Prime

[Kenneth L Wiltrout]

Dan I was less than thrilled with the stuff as well. I tried using a
squeegee, a roller. a brush, and a body filler spreader. I put 6 coats on
and sanded everyone. I even sprayed it as well. Don't remember which
method worked best but I'd really look at other products if starting
over.

Today I got done resealing the 2100 as it has been lking oil for the last
3 yrs.
Good Luck!




On Sat, 31 Jan 2004 07:34:00 -0500 (Eastern Standard Time) "Dan Heath"
 writes:
> I have applied this stuff for the last time. I have almost removed, 
> almost
> all of it for the last time. Better than 95% of it will end up in my 
> Shop
> Vac. This stuff creates more pin holes than it fills. I now remember 
> why I
> didn't like it when I applied it to the bottom of the plane, over a 
> year ago
> 

>  

> I may try an experiment with the remaining stuff by thinning it out 
> so it
> will flow and see if it does any filling, but other than that, this 
> is way
> too expensive to send to the trash pile. It took me about an hour to 
> apply
> 16 oz of it and I have over 2 hours in sanding it off. You can't wet 
> sand it
>  so the dust it terrible.

>  

> The bottom line for me with UV Smooth prime is a big thumbs down. 

>  

> See N64KR at http://KR-Builder.org - Then click on the pics

>  

> Daniel R. Heath - Columbia, SC

>  

> da...@kr-builder.org

>  

> See you in Mt. Vernon - 2004 - KR Gathering

>  

> See our EAA Chapter 242 at http://EAA242.org

>  
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>UV Smooth Prime

[Kenneth L Wiltrout]

A complete dissasembly of the engine. My problem was oil was dripping off
of the case half nuts, this meant the seals ( orings ) that go over the
case half studs had to be defective-as i removed them several
almost fell apart. This eng was built in 81 but I'm the only one to fly
it..
Of course I replaced the front and rear main seals as well, along with
everything else. VW's are neat as u can let the pistons in the cyls and
pull the wrist pin with out exposing the rings.


On Sat, 31 Jan 2004 21:23:59 -0500 (Eastern Standard Time) "Dan Heath"
 writes:
> Kenneth,

>  

> What did you do to seal your 2100? 

>  

> See N64KR at http://KR-Builder.org - Then click on the pics

>  

> Daniel R. Heath - Columbia, SC

>  

> da...@kr-builder.org

>  

> See you in Mt. Vernon - 2004 - KR Gathering

>  

> See our EAA Chapter 242 at http://EAA242.org

>  
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 


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KR>spelling, punctuation, and Mac-- & I'm Outta Here.....

[Kenneth L Wiltrout]

Well since I work for Mack Trucks Inc at the World Headquarters in
Allentown Pa, I can tell you if that Bulldog gets anywhere near your face
some serious plastic surgery will be required.
As far as Mac goes I met him at the VAEAA 2 yrs ago and he is far from
stupid, but is very enthusiastic about flying his KR.
I never went farther than high school but I built a KR2S (6399U) that I'm
quite proud of, so if I can't spell aronotical enginear I guess I are
one.



Lets drop this now please!!!




On Sat, 24 Jan 2004 10:54:27 -0600 "Mark Langford" 

KR>Re: Bolt Size

[Kenneth L Wiltrout]

I'm pulling down the 2100 Revmaster to reseal it. Any body know the bolt
size that acts as the prop hub puller.
Thanks Guys.

Looking forward to Sun'n Fun 2004!


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KR>Re: Bolt Size

[Kenneth L Wiltrout]

Thanks Ralph, I didn't hear from anybody but you , so to keep this
project moving I ordered the bolt from Revmaster for $22.00 (30 min ago
before I saw your response), along with my gaskets and seals.
Getting ready the summer of 2004.



On Tue, 20 Jan 2004 16:52:55 -0500 Ralph H Snyder <ralphnd...@juno.com>
writes:
> The bolt size is 1 1/8 x 5" NC. Drill and tap the threaded end of 
> the
> bolt for 1/2" NC and install a bolt in it. Cut the 1/2" bolt off  2 
> 1/4"
> long and taper the end the same angle as a drill bit. This will pop 
> it
> off with no problem.
> Ralph Snyder
> Burbank, CA
> 
> On Sun, 18 Jan 2004 13:30:20 -0500 Kenneth L Wiltrout 
> <klw1...@juno.com>
> writes:
> > 
> > I'm pulling down the 2100 Revmaster to reseal it. Any body know 
> the 
> > bolt
> > size that acts as the prop hub puller.
> > Thanks Guys.
> > 
> > Looking forward to Sun'n Fun 2004!
> > 
> > 
> > The best thing to hit the internet in years - Juno SpeedBand!
> > Surf the web up to FIVE TIMES FASTER!
> > Only $14.95/ month - visit www.juno.com to sign up today!
> > 
> > ___
> > to UNSUBSCRIBE from KRnet, send a message to 
> krnet-le...@mylist.net
> > please see other KRnet info at 
> > http://www.krnet.org/instructions.html
> > 
> > 
> 
> ___
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KR>KR-2S & 150 hp Franklin : These 7 things

[Kenneth L Wiltrout]

Try SkySmith for insurance.



On Fri, 9 Jan 2004 09:34:53 -0700 (Mountain Standard Time) "gleone"
 writes:
> With regards to, "I fail to understand what exactly is the benefit of 
> an
> aircraft

> engine over an automotive conversion."

> 

> The greatest disadvantage is insurance.  There was a recent post 
> about
> someone trying to insure their KR and found insurers are not fond of 
> most
> auto conversions.   

>  

> 

> Gene Leone

> Worland, Wyoming

> 

> "This is a great day for France!" --President Richard Nixon while 
> attending
> Charles De Gaulle's funeral. Truer words were never spoken! 

>  

> ---Original Message---

>  

> From: serge.vi...@ate-international.com; KRnet

> Date: Friday, January 09, 2004 8:29:10 AM

> To: 'KRnet'

> Subject: RE: KR>KR-2S & 150 hp Franklin : These 7 things

>  

> It beats me. I fail to understand what exactly is the benefit of an 
> aircraft

> engine over an automotive conversion. Certified aircraft engines 
> are

> overpriced, fuel-guzzling, noisy, tricky and unreliable beasts. They 
> lag 70

> years behind automotive technology, and due to the cost of 
> certification

> that prevents anything better from showing up, these engines will 
> keep

> contributing to the high cost of flying. Any car manufacturer 
> producing

> engines that heavy on cost, maintenance and fuel, and so unpractical 
> and

> unreliable, would be out of the engine business pretty soon.

>  

> The next step in general aviation engines is coming now: 
> turbo-diesel

> engines. Extremely low on fuel, burning Jet-A1 rather tha Avgas, 
> torque at

> any RPM, low revs...What a dream! And if you think this is not good 
> enough

> for aircraft, well, two have already been certified: one made by 
> Renault

> (France), the other by Thielert (Germany), two very well known names 
> in the

> Formula 1 car racing industry...

>  

> There is also a successful amateur conversion in France: the 
> Dieselis, that

> has been happily flying for 5 years now. Engine taken from an Opel 
> Corsa. So

> successful that I have read somewhere that it is now produced as a 
> kit

> somewhere in Eastern Europe.

>  

> My KR2 is just powered by a 2.4 liter VW based engine, but at least, 
> I have

> dual electronic ignition (taken from a motorcycle), rather than 
> magnetos

> borrowed from our great-great-grandfather's cars.

>  

> Go Diesel, my son!

>  

> Serge Vidal

> KR2 ZS-WEC

> 400 hours flown on VW power

> Tunis, Tunisia

>  

> -Original Message-

> From: krnet-bounces+serge.vidal=ate-international@mylist.net

> [mailto:krnet-bounces+serge.vidal=ate-international@mylist.net]On

> Behalf Of VIRGIL N SALISBURY

> Sent: Thursday, January 08, 2004 20:48

> To: kr...@mylist.net

> Cc: kr...@mylist.net

> Subject: Re: KR>KR-2S & 150 hp Franklin : These 7 things

>  

>  

> NO, Too much, Virg

>  

> On Thu, 8 Jan 2004 10:46:59 -0800 (PST) Scott Cable 
> 

> writes:

> > KRNetters

> > OK, hear me out on this one for one second:

> > First remembering that the KR is one of the easiest

> > aircraft to modify, and there has never been a KR

> > crashed due to a structural failure.

> >

> > The KR has a double 5/8ths spruce Upper Longerons, a

> > single 5/8 ths lower longeron. 3/32nd plywood outer

> > skin, and 1/4 inch plywood firewall support structure.

> > What if:

> > 1.) Added an additional 5/8 piece to the upper

> > Longerons

> >

> > 2.) Double the lower longerons aft to behind the rear

> > spar and add 2 ea 5/8th intercostals from the

> > firewall to the front spar.

> >

> > 3.) Instead of a 3/32 plywood floor between the

> > firewall (under the rudder pedal support) and the

> > front spar, use 1/4 inch 45 degree bias plywood.

> >

> > 4.) Add a 3/32 plywood inner skin from the firewall to

> > the instrument panel, and 1/4 inch lower firewall

> > gusset (like the existing upper gussett in the 2S

> > plans) and a 1/4 inch plywood doubler on the

> > inner forward and rear faces of the front spar.

> >

> > 5.) Add 18 inches to each wing to increase the wing

> > span by 3 ft (from 23 to 26) (additional wing area

> > to handle the increased engine weight)

> >

> > 6.) Increase the rudder / vertical stab area by 25%

> >

> > 7.) Increase the landing gear strut thickness by 20%

> >

> > By doing these 7 things, the KR-2S should be able to

> > handle the additional loads imposed by a heavier,

> > more powerful engine.

> > Essentially, I've created a torque box on the belly,

> > and fuselage sides. This should come close to

> > doubling the load carrying ability of the fwd

> > structure.

> > The added structural weight would be less than 30

> > pounds. For a total increase in gross weight of 67

> > pounds (over a corvair or Subaru).

> > I think a weight gain of 67 pounds, with the benefit

> > of 30 more useable horsepower, and a gob more torque

> > is reasonable. Another benefit is it's a 

KR>fuel pressure

[Kenneth L Wiltrout]

Colin this is not a carb, it has no float. It mixes the gas immediately
with out storing it in a fuel bowl, the needle is adjusted mechanically
via the sliding guillatine. Because of it's simplicity I feel it is
superior to a run of the mill carb. I did have some problems with getting
the correct mixture set but now I would never consider getting rid of
it.---Kenny


On Mon, 1 Dec 2003 19:43:56 -0500 "Colin"  writes:
> Not to sound antagonistic, but any carb that only requires more than 
> .5 psi to hold the needle off its seat is in my book a bad carb.  
> All the automotive carbs I have ever dealt with can stand anywhere 
> from 3 to 7 psi without flooding, provided the needle and seat is in 
> good condition.  Most mechanical pump will make 3 to 5 psi in stock 
> form.  Being able to run at .5 psi, and maxing out at .5 psi are 2 
> different things.  I think that if I had a carb that I knew could 
> not withstand more than 1 psi, I would junk it and find another one. 
> Just my opinion. I may find this Zenith ends up the same way and I 
> go looking also...
> 
> Colin & Bev Rainey KR2(td)
> crain...@cfl.rr.com
> http://kr-builder.org/Colin/index.html
> Sanford, Florida
> KR Gathering 2004-see ya in Mt 
> Vernon___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>hoaky foam spar

[Kenneth L Wiltrout]

Mark, I used the foam that came w/the kit, that wing extension if done as
per the plans works out very well,---and it"s light. ( I wouldn't do
it any differently today than I did 5 yrs ago.)



On Fri, 28 Nov 2003 22:28:39 -0600 "Mark Langford" 
writes:
> It's been a few years since I brought this up, but the hoaky foam 
> spar
> extensions that are added to the KR2 spars to make them KR2S spars 
> just
> doesn't sit right with me.  I feel sure that was the result of 
> somebody
> trying to use spar material (and wood kits) that were already called 
> out for
> the KR2, rather than structural or common sense integrity.  Not that 
> they're
> not structurally sound (there's not much load out there, but there 
> are
> plenty of opportunities to screw it up), but just as a matter of 
> keeping
> things straight.  It's hard to beat a nice spar for straightness.  
> It'd be a
> shame to stick some junk on the end of it and give a joggle or a
> discontinuity.
> 
> If I were building a new KR2S I'd just buy the spar material 12" 
> longer than
> the plans call for dump the 33" template, going with the next one in 
> line,
> the 30.67" template at the new end of the spar, and dispense with 
> the
> foam/glass kludge job.  In fact, the AS504X templates already have a 
> phantom
> spar and dimensions for the spar if it's extended to that point...
> 
> Mark Langford, Huntsville, AL
> N56ML "at"  hiwaay.net
> see KR2S project at http://home.hiwaay.net/~langford
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>DAR

[Kenneth L Wiltrout]

Mark, When I called my DAR he was more than helpfull, he told me what
he expected and wanted to see when he got there. Since it cost me $350.00
w/mileage he came when I asked him to.



On Tue, 25 Nov 2003 06:33:23 -0600 "Mark Jones" 
writes:
> I am asking this on the net so those of us who are getting close to a 
> DAR inspection will know.
> Larry Flesner, Is there anything we should know or do, with the DAR, 
> prior to calling for an inspection to get them out promptly? I 
> presume your DAR has not been there yet. Why is he delaying?
> 
> Mark Jones (N886MJ)
> Wales, WI  USA 
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at   
> http://mywebpage.netscape.com/n886mj/homepage.html
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Building wings - Off the plane?

[Kenneth L Wiltrout]

Ron I'm not sure how big a shop you have but I built mine in a 1 car
garage and built it with the wings attached. I had it in the garage with
the wing span running the length of the garage and the tail and firewall 
were between the sides. When it was time to flip it over I got the
neighbor involved. Worked very well.



On Tue, 11 Nov 2003 09:20:44 -0500 "Ron Freiberger"
 writes:
> You failed to understand that I don't have enough room to build them 
> that
> way.
> 
> Ron Freiberger
> mailto: rfreiber...@swfla.rr.com
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On 
> Behalf Of
> Dan Heath
> Sent: Tuesday, November 11, 2003 5:43 AM
> To: kr...@mylist.net
> Subject: KR>Building wings - Off the plane?
> 
> I suggest that you build yourself a Flip-O-Matic, ala Mark Langford. 
>  You
> will need it anyway.  You must be building the top side on the 
> plane.
> Carefully remove it, flip your plane, turn the wing over, put it 
> back on and
> continue on your way.  If you don't build it on the plane, you won't 
> be sure
> it is right, until it is done.  then it is too late.
> 
> 
> 
> N64KR
> 
> 
> 
> Daniel R. Heath - Columbia, SC
> 
> 
> 
> da...@kr-builder.org
> 
> 
> 
> See you in Mt. Vernon - 2004 - KR Gathering
> 
> 
> 
> See our KR at http://KR-Builder.org - Click on the pic
> 
> See our EAA Chapter 242 at http://EAA242.org
> 
>  ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Belly Board

[Kenneth L Wiltrout]

I designed my own belly board last winter and flew w/it all summer. My
design is unique as it works like a big mouse trap. Using a self designed
torque tube that applies spring tension in the closed position I only
need 1 cable to activate it. I built my own actuator mechanism that
deflects the aluminum belly board to 60 deg. I thought I wanted 90 deg as
well but ended up w/60. This works very well as I cut my landing distance
by approx 1/3. But at 70 mph over the #'s you must pay attention as the
sink rate is incredable. I was going to re do the actuator assy to get 90
deg but I'm rethinking that at this point. Over the winter I'm going to
rebuild and RESEAL the Revmaster 2100 as I'm tired of chasing oil
leaks.-6399U


On Thu, 13 Nov 2003 10:55:54 -0600 Mark Jones 
writes:
> 
> Paul,
> I too am going to use the Rand flap control. Even though the handle 
> only
> travels 45°, the linkage can be set up where the board deflects to 
> whatever
> position you wish. I am going to set mine up for a full 90° 
> deflection. Of
> course, since there are three settings on the flap handle control, 
> this will
> give me three degree settings.
> Mark Jones
> 
> 
> -Original Message-
> From: paulw...@webtv.net [mailto:paulw...@webtv.net] 
> 
> Spaking of bellyboards.I searched the archives for info on 
> the
> most effective deflection for B/B's and came up short. My question; 
> Is
> 45 dgrees enough, or should I find a way to increase it? I'm using 
> Rand
> Robinson's flap control which deflects to 45 degrees max.
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Filling pinholes

[Kenneth L Wiltrout]

I tried many things w/smooth prime and found that if you used a squeegy
first it seemed to fill better on the first pass. The stuff is good but
not as good as advertised.


On Fri, 14 Nov 2003 17:49:52 -0500 (Eastern Standard Time) "Dan Heath"
 writes:
> I found the same thing about smooth prime.  The first time I used it, 
> I had
> to remove mountains.  Then I started thinning it.  It doesn't cover 
> as well
> thinned, but it does a much better job of filling pin holes and does 
> leave
> as many mountains to sand off.  I then used a grey filler primer and 
> still
> had to get rid of some pin holes with spot putty.

> 

> I sanded the mountains off with 100 grit, then went to 220.  My 
> final sand
> on the grey primer was 400 grit.  The paint says that it prefers 
> that you
> don't sand to more than 230 grit.  Well too bad for my paint.

> 

> One thing I really like about using the smooth prime and then the 
> grey
> primer, is, that you know when to stop sanding the grey primer.  See 
> white
> and stop. 

>  

> N64KR

>  

> Daniel R. Heath - Columbia, SC

>  

> da...@kr-builder.org

>  

> See you in Mt. Vernon - 2004 - KR Gathering

>  

> See our KR at http://KR-Builder.org - Click on the pic

> See our EAA Chapter 242 at http://EAA242.org

>  

> ---Original Message---

>  ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Franklin 150 into a KR-2S?

[Kenneth L Wiltrout]

That sounds like quite a load for the firewall, plus the CG may be a
problem. But it should climb like heck!



On Mon, 10 Nov 2003 09:58:14 -0800 (PST) Scott Cable 
writes:
> 
> KRNetters,
> 
> I have an "opportunity" to purchase a 6a4-150-b3 Franklin Engine.  
> It's a 150 HP, 6 cylinder with all accessories including mags, 
> starter and Marvel Schebler Carb.  I don't have a weight on it yet, 
> but I'm guessing at 275-295 lbs?
> 
> As a viable replacement for my Corvair in my KR-2S?
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 
> 
> Scott Cable
> KR-2S # 735
> Wright City, MO
> s2cab...@yahoo.com
> 
> -
> Do you Yahoo!?
> Protect your identity with Yahoo! Mail 
> AddressGuard___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Fw: Revmaster oil

[Kenneth L Wiltrout]

I used Mobile 1 for a short time but developed more oil leaks. the oil
temps did drop 10 deg though.



On Thu, 6 Nov 2003 15:29:19 - "Mac McConnell-Wood"
 writes:
> 
> - Original Message - 
> From: Mac McConnell-Wood 
> To: kr...@mailinglists.org 
> Sent: Thursday, November 06, 2003 10:51 AM
> Subject: Revmaster oil
> 
> 
> Has anyone out there used synthetic oil in a Revmaster? I know 
> Willie swears by it, but I get the impression that the engine 
> tightens up when it gets up to operating temps.Thanks for any input. 
>And Frank Ross 
> over there in the gongless hinterlands of Suffolk ,if you yearn for 
> the civilised environment of southern England, pop over some time 
> and see my KR 1.5 and share a warm beer or three.
> Regards,   Mac
> Hampshire UK___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>First flight in my KR2 soon.

[Kenneth L Wiltrout]

I fly mine just like a 172, once I see 60 mph I start pulling back. I did
not have any training in anything w/a stick prior to flying my 2S, and
truthfully I don't think it would have mattered if I had because the KR
is unlike anything else.  I did what u are doing---getting a feel for
it on the ground first, I believe I only spent 1.5 hrs total taxi time
over 3 days before I flew it off. I was kinda shocked by the way it
jumped off the runway once I pulled back. Just don't over due it on the
stick or u will really know the meaning of PILOT INDUCED OCCILLATION.

Good Luck



On Fri, 31 Oct 2003 13:02:05 EST ronev...@aol.com writes:
> Netters:
>  I'm a 7,000 hour CFII/ATP.  My KR-2S was signed off 5 days ago. 
>  It has 
> tricycle gear with a Subaru EJ-22w/reduction drive.  I'm sneaking up 
> on the 
> actual flying of the little beast by doing high speed runs down the 
> runway.  I 
> will continue in this approach until I feel absolutely sure of 
> myself before I 
> slip the surly bonds of earth.  I can't imagine a low time pilot 
> trying to fly 
> a KR without getting some instruction from a qualified CFI before 
> flying one 
> of these things.  
>  By the way, (for all of you with tricycle landing gear), at 
> what speed 
> does your nose gear come up?  I think I might be a little nose 
> heavy.
> 
> RV
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>carb heat box

[Kenneth L Wiltrout]

I've been having problems in cold weather w/my Revmaster 2100
w/Revflow carb. In cold weather below 50 deg or so the thing runs so rich
that it fouls the plugs so bad that I need to give up for a couple hrs or
so. I've run the needle in all the way and things don't get any better,
so I emailed Joe at Revmaster and he suggested a heat box for the carb to
warm the fuel as it enters the intake. Now I'm sure he is not talking
about using carb heat as I have that, ( is there some elec device )plus
that would be ineffective for 10 min or so till the motor warms up.
Anybody know what Joe was referring to??
Joe seemed to think that due to the lower temps the fuel was not
vaporizing properly. I've turned wrenches for the 1st 20 yrs of my career
and never had a problem like this w cars or cycles.


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KR>carb heat box

[Kenneth L Wiltrout]

Well I'll tell u what I did when I took the carb apart, I ran the needle
all the way in and blew through the fuel line connection, I gotta tell u
that the amount of air that I was able to blow through was very minimal,
only after I advanced the throttle was it easier to to force air through.
Point is I'm not convinced that the needle is incorrect, these needles
are flat on one side and I'm not sure if it's possible to completly cut
off the fuel flow by running the needle in all the way. But to Colin's
point, he is correct when he says there is raw fuel in the intake, after
I removed the carb directly after starting this thing 2 wks ago there was
quite a bit of fuel lying in the intake. I'm not quite sure what to do at
this point. When I spoke to Revmaster 2 wks ago and said I wanted a
leaner needle they had more questions than answers and were not convinced
a leaner needle was the solution.???



On Sat, 25 Oct 2003 15:42:05 -0400 "Colin"  writes:
> Ken and Ron
> Sounds like the carb is flooding over, and liquid fuel is entering 
> the intake, and is just worse cold.  In every application that I 
> have ever seen where the carb was sized properly for the engine, 
> running the idle mixture screw all the way in would kill the engine. 
> If it could run with it at full lean, then the carb was too big, 
> with jets too big, or the carb was flooding over allowing fuel to 
> enter not through the idle port, but through the main metering port 
> which should not be functioning until off idle rpms are seen.
> 
> Colin & Bev Rainey KR2(td)
> crain...@cfl.rr.com
> Sanford, Florida
> FLY SAFE___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Carbs/ flooding

[Kenneth L Wiltrout]

Phil, this is not really a carb, it's a fuel mixer, very very simple, the
only moving part is the slide which has the needle attached, I've
overhauled more carbs in my time than I care to remember, this is a
temperature related problem.-thanks
On Sun, 26 Oct 2003 12:29:54 +1100 "Phillip Matheson"
 writes:
> I would have to agree, with the others, it sound like it is flooding. 
> 
> 
> If you are not up with Carbs, remove it completely and take to 
> someone that is, and get it overhauled.
> 
> a small price to pay.
> 
> 
> 
> 
> Phillip Matheson
> mathe...@dodo.com.ao
> Australia
> VH PKR
> See our engines  and kits at.
> http://www.vw-engines.com/
> http://www.homebuilt-aviation.com/
> 
> 
> 
> 
> 
> 
>  
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>carb heat box

[Kenneth L Wiltrout]

Cool, Thanks--any idea what the draw was w/it. ( amps)


On Sun, 26 Oct 2003 13:51:15 -0500 "Timothy Bellville"
<soner...@worldnet.att.net> writes:
> Yes , GM used a small elec. grid heater under the carbs on chevettes 
> and
> citations. it is 12 v and easily adapted to use as pre or post 
> heat.
> Go to a junk yard and get one they may just give it to you.
> It is part of the gasket, but can be cut out.
> I used one on my Sonerai and it worked great.
> Tim
> KR2 N7038V
> ----- Original Message -
> From: "Kenneth L Wiltrout" <klw1...@juno.com>
> To: <kr...@mylist.net>
> Sent: Saturday, October 25, 2003 9:40 AM
> Subject: KR>carb heat box
> 
> 
> > I've been having problems in cold weather w/my Revmaster 
> 2100
> > w/Revflow carb. In cold weather below 50 deg or so the thing runs 
> so rich
> > that it fouls the plugs so bad that I need to give up for a couple 
> hrs or
> > so. I've run the needle in all the way and things don't get any 
> better,
> > so I emailed Joe at Revmaster and he suggested a heat box for the 
> carb to
> > warm the fuel as it enters the intake. Now I'm sure he is not 
> talking
> > about using carb heat as I have that, ( is there some elec device 
> )plus
> > that would be ineffective for 10 min or so till the motor warms 
> up.
> > Anybody know what Joe was referring to??
> > Joe seemed to think that due to the lower temps the fuel was not
> > vaporizing properly. I've turned wrenches for the 1st 20 yrs of my 
> career
> > and never had a problem like this w cars or cycles.
> >
> > 
> > The best thing to hit the internet in years - Juno SpeedBand!
> > Surf the web up to FIVE TIMES FASTER!
> > Only $14.95/ month - visit www.juno.com to sign up today!
> >
> > ___
> > see KRnet list details at http://www.krnet.org/instructions.html
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>carb heat box

[Kenneth L Wiltrout]

Thanks Mac--I made some adjustments today but the weather did not
co operate, I'll try to fly it next wk end.



On Sun, 26 Oct 2003 17:44:59 EST flymaca711...@aol.com writes:
> ken how are you starting it now that its colder. mine likes full rich 
> cracked 
> 1/4 fuel on key at the same time with revflow great planes intake.  
> if you 
> wash the plugs its going to act like its rich due to the fouled 
> plugs till they 
> clear up.  my intake is new but it was the same for the home-brew 
> manifold i 
> have no carb heat but it has heat box with scat hose to the ex's 
> stove. i have 
> to be  real easy at applying the ram air on climb out or it seams 
> like its 
> lean due to the over boast that you guys have talk about. new 
> numbers idle 975 
> 1000rpms static 3,550 rpm 52x 44 sterba prop .you just might be 
> flooding it use 
> Jim faughn method of tuning and you will probably will be OK it just 
> sounds 
> out of adjustment
> 
> 
> 
> 
> 
> 
> mac n1055a
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>prop unloading

[Kenneth L Wiltrout]

I've got a 2100 revmaster w/ a Culver 54X50 and have no prob cruising at
3200 rpm. Full throttle = 3500 rpm.


On Tue, 07 Oct 2003 09:12:46 -0700 kevin  writes:
> Hi Brian , I also just bought and put on a props inc. prop. It is a 
> 52 x 47
> with a 2100d  revmaster it turns 3000 static . I will be in the air 
> shortly
> to see what it does in the air . I will let you know , KevinAt 11:18 
> PM
> 10/6/03 -0400, you wrote:
> >I have a VW 2180 with a Props Inc.  prop.  I believe it is a 52 X 
> 49 prop.
>  It turns 3,000 RPM static, but it only unloads to about 3,100 RPM 
> at full
> throttle in the air.  I am also only getting slow cruise speeds and 
> about
> 700 FPM climbs.  I have heard from one other person that has used 
> one of
> these props and got similar results so he switched to a Sterba prop 
> and got
> better climb and higher RPM and faster speeds in cruise.  Have other 
> people
> experienced bad results with the Props Inc. prop?
> >
> >
> >
> >___
> >see KRnet list details at http://www.krnet.org/instructions.html
> >
> >
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Oil leak-----------2100 Revmaster

[Kenneth L Wiltrout]

Along w/the carb prob I'm having I also noticed that I developed
a substantial oil leak at one of the larger case studs, the oil comes out
either between the nut and the stud or from underneath the washer. As
I've never overhauled a VW but have the Revmaster overhaul manuel it
would appear for oil to come out at that location that the seals that go
over the studs prior to mating the case halves could be the problem. This
engine has only been running for 4 yrs but is a 1981 that was passed
around the country till I bought it and flew it. My thinking is that just
due to the age of the engine the seals my have gotten hard or
something.--any thoughts??


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KR>prop unloading

[Kenneth L Wiltrout]

Cruise at 3200 is 135 mph. I still haven't got wheel pants and it is a
tri gear, so once I get around to that the cruise should creep up to 145
hopefully.



On Tue, 7 Oct 2003 14:17:27 -0500 dpurdu...@caldwellmfgco.com writes:
> 
> "I've got a 2100 revmaster w/ a Culver 54X50 and have no prob 
> cruising at
> 3200 rpm. Full throttle = 3500 rpm."
> 
> 
> 
> What kind of performance with that combination?
> 
> 
> 
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Oil leak-----------2100 Revmaster

[Kenneth L Wiltrout]

My engine manual clearly shows orings over the 6 case half studs prior
mating the 2 halfs together. The manual calls them case stud seals. The
only thing these could do is to keep oil from migrating out the studs.


On Tue, 7 Oct 2003 17:12:04 -0400 (Eastern Standard Time) "Dan Heath"
 writes:
> There are no "seals" for the case studs.  I am assuming that you mean 
> the
> studs that hold the heads to the case.  

> 

> However, the push rod tubes exit near the studs and it would be my 
> guess
> that the gaskets for those, and possibly the push tubes themselves, 
> need to
> be replaced.  Certainly with an engine that old, if you do replace 
> the
> gaskets, you would want to replace the tubes also. 

>  

> N64KR

>  

> Daniel R. Heath - Columbia, SC

>  

> da...@kr-builder.org

>  

> See you in Mt. Vernon - 2004 - KR Gathering

>  

> See our KR at http://KR-Builder.org - Click on the pic

> See our EAA Chapter 242 at http://EAA242.org

>  ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>horizontal Stabilizer extensions

[Kenneth L Wiltrout]

If your talking about the 2S I really don't think this thing called pitch
sensitivity is a big thing or that it even exists. 6399U took getting
used to but that's pretty much it..---Good Luck!!



On Wed, 8 Oct 2003 14:23:30 -0500 dpurdu...@caldwellmfgco.com writes:
> In an attempt to decrease pitch sensitivity,  has anyone had 
> experience
> adding span to the horizontal stabilizer after its finished?
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>vw oil leaks post flight inspection

[Kenneth L Wiltrout]

I don't even use that much---however most of it is leaks not
burning. After every flight I get out the rag and wipe it down. Guess
thats normal.


On Wed, 8 Oct 2003 20:02:48 -0500 "Jim Faughn" 
writes:
> I use about 1/2 quart between oil changes or every 25 hours. I have 
> 300
> hours on my engine.
> 
> Jim
> 
> Jim Faughn 
> 4323D Laclede Ave.
> St. Louis, MO 63108
> (314)652-7659
> Email - sub @ for "at" jfaughn "at" socket.net
> Web Site  http://jfaughn.com
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
> Behalf Of flymaca711...@aol.com
> Sent: Wednesday, October 08, 2003 6:05 PM
> To: kr...@mylist.net
> Subject: KR>vw oil leaks post flight inspection
> 
> 
>  they all leak all though some say different so in the real world 
> mine
> uses 
> about 1/2 qt every 5 hrs so I think that's reasonable. How much are 
> you
> guys 
> loosing? or not what's normal? 
> for the vw convertion . 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> 
> mac
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>First flight report...Finally!!

[Kenneth L Wiltrout]

The temp thing sounds normal, especially w/all the ground wk. On an 85
deg day my oil temps run 215-220 in cruise flight. Just be sure u have a
good ram air sys into the oil cooler.-- Congrats!!

On Wed, 1 Oct 2003 20:32:35 -0400 (GMT-04:00) Brian Kraut
 writes:
> I am happy to report that N93PC took its first leap into the air 
> yesterday afternoon since I bought it and rebuilt it.  I had 
> everything planned for the past few days and I snuck to the airport 
> during a long lunch so my wife wouldn't be worried to death.  I gave 
> a co worker the phone number to the tower and asked him to call and 
> see what happened to me if I wasn't back in a few hours.
> 
> The worst part of the flight was the drive to the airport.  I had 
> more butterflies in my stomach than when I got married or when my 
> son was born.  My legs and arms were numb and tingly and I was cold 
> and shivering even though it was about 85 degrees.  After I landed I 
> noticed that my entire shirt was drenched with sweat.
> 
> The flight itself was pretty uneventfull.  I spent more time on the 
> ground than I wanted because the airport was pretty busy.  I had to 
> wait for three other planes in front of me when I got to the runup 
> area and I had to wait for three to land after I got to the hold 
> short line.  The tower wanted to get everyone else out of the 
> pattern so I would have two runways to myself just in case.
> 
> Takeoff was pretty simple.  I had been doing high speed taxi runs 
> for a week.  This was the first one at full power so the tail came 
> up pretty quick and the plane was very easy to control.  When it 
> wanted to fly I just pulled back a little and off I went.  I had 
> flown some with Mark Strothers and Jim Faughn so I knew exactly what 
> to expect in the air.  The plane was well behaved and easy to fly.  
> I climbed at about 85 knots and started a left turn at 600'.  I 
> pretty much just kept going around with left turns up to 2,500' and 
> stayed over the airport.  I would have gone up to 5,000, but the 
> ceilings were at about 3,000.
> 
> The oil temperature did get close to redline about 2,000', but the 
> CHT stayed about 40 degrees under red line.  I suspect that this was 
> from the long ground run followed by the climb.  The temps were a 
> lot better after I leveled off and reduced power.  If anyone cares 
> to comment on weather or not it is normal to get near redline after 
> a 2,000' climb after running 20 minutes on the ground on an 85 
> degree day it would be appreciated.
> 
> Once I got to altitude I pulled back to about 2,500 RPM and just 
> kept going in rectangles.  I found that the KR really likes to turn 
> left with just me in it.  I planned on normally keeping my wing 
> tanks empty unless I was on a long cross country, but now I think I 
> might just keep the right tank full when I fly alone.  I made sure 
> that the engine was still happy at idle and I did a few approaches 
> to stalls just until it started to get mushy.  I was pretty 
> surprised at how much the KR would slow down and still keep flying.  
> My airspeed indicator got down around 45 knots, but I don't know how 
> accurate it is yet and I didn't look at the GPS.
> 
> After about 40 minutes I got cleared to get back in the pattern when 
> I was at 2,200 feet over the departure end of the runway.  I 
> throttled back to about 1,500 and went out a bit before I came back 
> on downwind.  I had to do a few circles to loose some altitude on 
> the long downwind because the KR glides so good.  I did try slipping 
> some and the KR seemed to slip pretty good.  I set up a long final 
> that was high enough that I could glide in if I had to.  
> 
> The landing was pretty easy.  I had a lot of grass before the runway 
> so I got low after crossing the airport fence and  I had a landing 
> on the airport secured and I kept in a little power so I could touch 
> down right at the threshold.  I started my flare a little late, but 
> I only did one 6" bounce.  After I was on the ground I raised the 
> tail again until it slowed and I was home free.  I have read alot 
> about KRs floating forever in ground effect, but I didn't get much 
> float at all.  It landed pretty much like a Cherokee, probably 
> because I was able to get a slow stabilized approach long before the 
> end of the runway.
> 
> My overall impression is that the KR is a joy to fly and I can't 
> wait till I fly it again.  I still can't get the KR grin off my 
> face.  
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Cold Weather

[Kenneth L Wiltrout]

Every year at this time I have a problem with hard starting and rough
running, today it was 50 deg's. The carb heat is on, but after start up
it seems like it's flooding or missing. The engine is of  1981 vintage (
2100 Revmaster ) that was never run since I installed it 4 yrs ago, It
still has the original spark plugs and has duel bendix mags. I run the
new Revflow carb as well. This is not a carb ice issue. If I lean it out
on the ground it idles very smooth. Just not sure why I don't have to go
through this in the summer.---suggestions???


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KR>Cold Weather

[Kenneth L Wiltrout]

Ok thanks Brian-Think I'll order a leaner needle as well.


On Thu, 02 Oct 2003 18:16:42 -0400 Brian Kraut <eng...@earthlink.net>
writes:
> Carb heat richens your mixture.  Sounds like you just have it set to 
> rich.
> 
> Kenneth L Wiltrout wrote:
> 
> >
> >Every year at this time I have a problem with hard starting and 
> rough
> >running, today it was 50 deg's. The carb heat is on, but after 
> start up
> >it seems like it's flooding or missing. The engine is of  1981 
> vintage (
> >2100 Revmaster ) that was never run since I installed it 4 yrs ago, 
> It
> >still has the original spark plugs and has duel bendix mags. I run 
> the
> >new Revflow carb as well. This is not a carb ice issue. If I lean 
> it out
> >on the ground it idles very smooth. Just not sure why I don't have 
> to go
> >through this in the summer.---suggestions???
> >
> >
> >The best thing to hit the internet in years - Juno SpeedBand!
> >Surf the web up to FIVE TIMES FASTER!
> >Only $14.95/ month - visit www.juno.com to sign up today!
> >
> >___
> >see KRnet list details at http://www.krnet.org/instructions.html
> >
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Cold Weather

[Kenneth L Wiltrout]

Thanks AlEverything points to being to rich in my
mind also. I did run the needle in this summer to lean it out but went a
little to far as I had to make 2 dead stick landings after I pullled the
throttle all the way back to idle, after I backed it out 1/2 turn that
took care of that. I CD revmaster and they said sounds to rich as well.
I'll call back tomorrow and try a leaner needle. I'll be bringing the 2S
home for the winter by the end of Oct anyway.


On Thu, 2 Oct 2003 13:21:33 -0700 "Al Friesen" 
writes:
> Ken,
> I had the same problem with my 2100 Revmaster with Revflow carb. I 
> had to
> lean it off almost to the full out to run. Joe at Revmaster sent me 
> the next
> leaner # needle and it made a big improvement. I think even a leaner 
> #
> needle might be good. Al
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Cold Weather

[Kenneth L Wiltrout]

Truth of the matter is,I was experimenting, I don't normally use
carb heat on start up either. But w/the Revflow in freezing conditions
during flight it will freeze up, the gillotine actually sticks and the
next thing u do is bend the small leaf spring that actuates it. After
that happens I approach the airport at next to full throttle and kill the
engine when I have the runway made. I sent Revmaster an email requesting
the next leaner needle, Maybe I need to switch needles when the temp
drops, sounds like a lot of work though.


On Thu, 2 Oct 2003 20:07:51 -0500 "Jim Faughn" <jfau...@socket.net>
writes:
> I'm just currious why you are starting with Carb Heat on? I never do 
> this
> and maybe I'm not using the right proceedure but it always works. By 
> the
> way, the only time I use Carb Heat is at annual inspection to see if 
> it
> still works. I've never used it at any other time, but then again, 
> I'm using
> a POSA.
> 
> Jim Faughn
> 891JF
> 
> -Original Message-
> From: krnet-bounces+jfaughn=socket@mylist.net
> [mailto:krnet-bounces+jfaughn=socket@mylist.net]On Behalf Of 
> Kenneth
> L Wiltrout
> Sent: Thursday, October 02, 2003 7:34 PM
> To: eng...@earthlink.net; kr...@mylist.net
> Subject: Re: KR>Cold Weather
> 
> 
> Ok thanks Brian-Think I'll order a leaner needle as 
> well.
> 
> 
> On Thu, 02 Oct 2003 18:16:42 -0400 Brian Kraut 
> <eng...@earthlink.net>
> writes:
> > Carb heat richens your mixture.  Sounds like you just have it set 
> to
> > rich.
> >
> > Kenneth L Wiltrout wrote:
> >
> > >
> > >Every year at this time I have a problem with hard starting and
> > rough
> > >running, today it was 50 deg's. The carb heat is on, but after
> > start up
> > >it seems like it's flooding or missing. The engine is of  1981
> > vintage (
> > >2100 Revmaster ) that was never run since I installed it 4 yrs 
> ago,
> > It
> > >still has the original spark plugs and has duel bendix mags. I 
> run
> > the
> > >new Revflow carb as well. This is not a carb ice issue. If I 
> lean
> > it out
> > >on the ground it idles very smooth. Just not sure why I don't 
> have
> > to go
> > >through this in the summer.---suggestions???
> > >
> > >
> > >The best thing to hit the internet in years - Juno SpeedBand!
> > >Surf the web up to FIVE TIMES FASTER!
> > >Only $14.95/ month - visit www.juno.com to sign up today!
> > >
> > >___
> > >see KRnet list details at http://www.krnet.org/instructions.html
> > >
> >
> >
> >
> > ___
> > see KRnet list details at http://www.krnet.org/instructions.html
> >
> >
> 
> 
> The best thing to hit the internet in years - Juno SpeedBand!
> Surf the web up to FIVE TIMES FASTER!
> Only $14.95/ month - visit www.juno.com to sign up today!
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Trim for wing joint

[Kenneth L Wiltrout]

I used a piece of vinyl siding cut into strips, the went to Grainger and
got a roll of velcro which I attached to the wing and vinyl strip. This
is thicker in appearance than a strip of aluminum but, no screws and it
peels right off. I've used this system for 4 yrs now w/no problems. Try
it you'll like it !!




On Fri, 3 Oct 2003 06:42:09 -0500 "JIM VANCE" 
writes:
> It appears that most KR's have a two inch wide strip of aluminum 
> covering the joint between the stub and main wings.  The ones at Red 
> Oak looked professional and intentional.
> 
> How are they attached to the wing so they can be removed for annual 
> inspections?  I saw one with screws on the bottom end, but the 
> others had no external evidence of fasteners.
> 
> Jim Vance
> 
>
Vance@ClaflinWildcats.com___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Fuselage sides

[Kenneth L Wiltrout]

Glassing the sides and bottom is optional, I chose to do it using a very
light cloth that was very sheer, the weight gain was negligible, make
sure u sand all excess epoxy off. I do recommend this as it really seals
the wood. -Good Luck.



On Fri, 26 Sep 2003 18:07:52 EDT wa7...@aol.com writes:
> Things are progressing fairly quickly here, though I've looked hard I 
> can't 
> seem to work outwether the fuselage sides and bottom are eventually 
> covered 
> with glass !! Doesn't seem to sayanywhere.  Help???
> 
> I saw a KR on a ramp in southern Idaho one time, and everywhere 
> there was a 
> blemish or a stress crack in the paint moisture had entered causing 
> further 
> deterioration.   I chose to cover mine with glass.   Lynn N37LH
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR> Virginia EAA Fly-in

[Kenneth L Wiltrout]

It's still on as per Judy Sparks. I was planning on flying down today but
the funk prevented that.




On Sat, 20 Sep 2003 09:13:05 -0400 Jeff Waldron
 writes:
> I was wondering if anyone knew if the Fly-in was still happening 
> this
> weekend. I was planning on going down on Sunday. Supposed to be some 
> KRs
> there.
> 
> Thanks
> Jeff Waldron
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>kr2 prop needed 2100d revmaster

[Kenneth L Wiltrout]

Kevin---I too have a 2100 revmaster but I use a 54X50 culver prop,
the reason for this posting is that a 42" pitch may be a little low for a
good cruise prop. I have no problem maintaining 3200 rpm in cruise flight
and 3400 full throttle. My climb is decent as well.



On Fri, 12 Sep 2003 21:15:38 -0700 kevin  writes:
> Hello ,
> 
>  I purchased a flying kr2 approx 1 year ago . However i found out 
> the prop
> on the plane is not the one listed in the log book or the prop the 
> plane
> was registered and originally issued its airworthness certificarte 
> with ,
> so to aviod another faa inspection and all the wait since the flight 
> 
>  characteristics are changed . I am looking for a prop  52 diameter  
> 42
> pitch , to put back on the plane , even a used one to get through
> inspection with ect,would work . So if anyone has a used or new prop 
> they
> want to part with for a 2100d revmaster please let me know .
> mi...@wcoil.com  . Thanks Kevin  ,, ada airport ada ohio
> >Dean and others 
> >Please read slowly; Dana's point has nothing to do with the 
> opinions
> expressed by Dean or anyone else. He is stating that these 
> discussions are
> non-KR topics, and belong on some other forum not here.  Political,
> religious, and moral discussions have forums galore! Utilize them; 
> keep
> this one KR!
> >
> >Colin Rainey KR2(td)
> >crain...@cfl.rr.com
> >Sanford, Florida
> >FLY SAFE___
> >see KRnet list details at http://www.krnet.org/instructions.html
> >
> >
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>kr2 prop needed 2100d revmaster

[Kenneth L Wiltrout]

I gotta tell U, when I had my signoff done I could have had a lawn mower
blade on the front of 6399U and I don't think it really would have
mattered. All inspectors operate differently I
guess.-GOOD LUCK




On Fri, 12 Sep 2003 23:46:59 -0700 kevin  writes:
> hi ken ,, thanks for the info , I do have a 47 pitch , but 
> unfortunatly the
> logs dont reflect the change , and it is,nt the pitch the aircraft 
> was
> issued its vertificate with , so to avoid the faa wait time to come 
> out and
> the 5 hrs flying required , signoffs and new perf limitaions , i 
> want to
> put the 42 back on  just to get the condition inspection done ,,, 
> thanks
> Kevin  , ada airport ada ohioAt 09:56 PM 9/12/03 -0400, you wrote:
> >Kevin---I too have a 2100 revmaster but I use a 54X50 culver 
> prop,
> >the reason for this posting is that a 42" pitch may be a little low 
> for a
> >good cruise prop. I have no problem maintaining 3200 rpm in cruise 
> flight
> >and 3400 full throttle. My climb is decent as well.
> >
> >
> >
> >On Fri, 12 Sep 2003 21:15:38 -0700 kevin  writes:
> >> Hello ,
> >> 
> >>  I purchased a flying kr2 approx 1 year ago . However i found out 
> 
> >> the prop
> >> on the plane is not the one listed in the log book or the prop 
> the 
> >> plane
> >> was registered and originally issued its airworthness 
> certificarte 
> >> with ,
> >> so to aviod another faa inspection and all the wait since the 
> flight 
> >> 
> >>  characteristics are changed . I am looking for a prop  52 
> diameter  
> >> 42
> >> pitch , to put back on the plane , even a used one to get 
> through
> >> inspection with ect,would work . So if anyone has a used or new 
> prop 
> >> they
> >> want to part with for a 2100d revmaster please let me know .
> >> mi...@wcoil.com  . Thanks Kevin  ,, ada airport ada ohio
> >> >Dean and others 
> >> >Please read slowly; Dana's point has nothing to do with the 
> >> opinions
> >> expressed by Dean or anyone else. He is stating that these 
> >> discussions are
> >> non-KR topics, and belong on some other forum not here.  
> Political,
> >> religious, and moral discussions have forums galore! Utilize 
> them; 
> >> keep
> >> this one KR!
> >> >
> >> >Colin Rainey KR2(td)
> >> >crain...@cfl.rr.com
> >> >Sanford, Florida
> >> >FLY SAFE___
> >> >see KRnet list details at 
> http://www.krnet.org/instructions.html
> >> >
> >> >
> >> 
> >> 
> >> ___
> >> see KRnet list details at http://www.krnet.org/instructions.html
> >> 
> >> 
> >
> >
> >The best thing to hit the internet in years - Juno SpeedBand!
> >Surf the web up to FIVE TIMES FASTER!
> >Only $14.95/ month - visit www.juno.com to sign up today!
> >
> >___
> >see KRnet list details at http://www.krnet.org/instructions.html
> >
> >
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Open House

[Kenneth L Wiltrout]

I believe that's the weekend for the Virginia EAA Fly In as well in
Petersburg. (PTB). After looking at the projected path of this hurricane
it will be affecting the weather in this area (PTB)on fri and possibly
sat.


On Sun, 14 Sep 2003 10:23:58 EDT frlfar...@wmconnect.com writes:
> There will be a open house at Twin County Airport (HLX) Sep. 20. In 
> southwest 
> Virginia near the Blue Ridge Parkway. Homebuilts welcome. Lots of 
> things to 
> see and do in the area that weekend. It would be nice to see some of 
> the KR 
> people there. For more info e-mail me off the net at 
> frlfar...@wmconnect.com or 
> Tim Brown at twincountyairp...@valink.com
> 
> Bob
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Busy KR weekend

[Kenneth L Wiltrout]

I've got the more expensive Cleveland brake setup and I can't hold mine
at full throttle either. These brakes are made for go karts that weigh
100lbs or so, not airplanes that gross in excess of 1000lbs. But your
correct when you spoke about not pushing to hard as that load goes to the
rudder via the cables.---Good luck!!



On Mon, 1 Sep 2003 20:28:53 -0400 (GMT) Brian Kraut
 writes:
> At long last my KR is at the airport.  Mark, you can move the link 
> for my site from "KRs Under Construction" to the highly coveted 
> "Completed KRs" listing.  I will have new pictures on my site as 
> soon as I get a chance to update it.  I believe the KR is actually 
> smiling now that it is around other planes.
> 
> Initial taxi tests have been very good.  I am very happy that I 
> decided to put on the Matco tailwheel.  It taxies around easier than 
> any other plane I have taxied.  The Matco wheel also comes unlocked 
> on a turn with a little differential braking so you can spin it 
> right around if you want to.  Visibility is pretty good.  I can lean 
> to the left and right and see nearly straight in front of me.  I can 
> also lean forward and see down the taxiway directly in front, 
> another benefit of the taller Matco wheel and the bent leaf springs. 
>  
> 
> I have the Great Plains hydraulic brakes.  I found out that they 
> will not hold the plane at a full power runup and they are less 
> effective at stopping the plane than what I am used to.  Some of 
> this may be due to them not being broken in yet.  I have also heard 
> that you don't want brakes that are too effective to keep you from 
> nosing over.  I could stop a lot faster if I really had to, but the 
> brakes are on the rudder pedals and I don't want to pus too hard and 
> break the rudder horns.
> 
> I did figure out that a canopy that can be locked partially opened 
> is essential in Florida in the summer.  That is going to be one of 
> my first at the airport mods.  That bubbles is not a greenhouse, it 
> is a sauna.
> 
> My plane has foam between the stringers and one thin layer of glass 
> from the firewall to the seat back.  I have some light weight 
> automotive upholstery on the inside also.  This makes it very quiet 
> inside compared to another KR I was in.  I would highly recomend this 
> to everyone else.  It probably only adds two pounds to the weight.  
> It should also help a lot keeping the plane warm on a cold day, not 
> to mention that it looks good.
> 
> I did have a minor problem Saturday when the engine died at the end 
> of the runway after a medium speed taxi run.  I didn't quite have 
> the idle mixture or speed adjusted right and the engine died when I 
> pulled the power to idle.  Since my battery sat dead for a long time 
> it was on its last legs and wouldn't restart the engine when it was 
> hot.  I killed the battery and had to pull the plane all the way 
> back from the end of a 2,500' runway.  Luckily, the KR pulls fairly 
> easily.  I have put in a new battery and adjusted the idle mixture 
> and speed and everything is fine now.
> 
> I have more to ramble on, but will change topic tags.
> 
> Many thanks to fellow KR Netter Art Bruce for helping me get the 
> plane to the airport and putting on the wings. 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Cowling

[Kenneth L Wiltrout]

I used the RR cowling and have the 2100 Revmaster. There was a lot of
cutting and fitting but the look is excellant. You need to cut in the air
intake for oil cooler. I dropped the bottom to accept the carb and
installed ram air as well., all this took time. Don't think because it is
premolded that u drill the mounting holes and your done---it's still
a lot of workbut yes I'd do it again.



On Sat, 30 Aug 2003 15:10:52 -0700 "Bob Sauer"  writes:
> It's cowling time!  Has anyone bought a KR2S cowling from RR and 
> would comment on the fit and quality?   OR  one final appeal to 
> anyone that has a spare cowling that could be adapted to the KR2S or 
> is making or has a mold and could make an extra to sell, I would 
> appreciate hearing from someone.
> 
> Thanks
> 
> From: resa...@cox.net
> Sun City West, AZ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>What carb

[Kenneth L Wiltrout]

The Rev-Flow-it's a good carb, just be sure to use carb heat
during the winter months.These things will ice up, contrary to what I've
heard.
On Mon, 1 Sep 2003 18:58:24 -0400 "Colin"  writes:
> Kenneth,
> What kind of carb are you using?
> 
> Colin Rainey KR2(td)
> crain...@cfl.rr.com
> Sanford, Florida
> FLY SAFE___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Virginia State EAA Fly-In

[Kenneth L Wiltrout]

I'll be there weather permitting. Judy Sparks said she'll order the
weather herself. I'll be coming down a little farther to the east to
avoid all that good ADZ stuff.6399U


On Tue, 26 Aug 2003 08:48:04 -0400 Donald Reid 
writes:
> At 08:10 AM 8/26/2003 -0400, you wrote:
> >hi all in Kr land. well this is the fly in that wont hurt its free 
> (if you
> >fly in)  last year i flew my Kr in and also ken wentrot had
> >his kr2s at the show hopefully more krs will show up
> >this year
> >
> >billy mcfarland
> 
> Information about the Virginia State EAA fly-in may be found at 
> http://vaeaa.org
> 
> Since I am both the fly-in's webmaster and a KR builder, KR's will 
> be 
> featured in the various photos posted on the site.
> 
> In the first 6 years of the fly-in, we have had Gary Hinkle twice, 
> as well 
> as Billy and Ken last year.  I hope to see more this year on 
> September 20 
> and 21.
> 
> 
> 
> 
> Don Reid mailto:donr...@erols.com
> Bumpass, Va
> 
> Visit my web sites at:
> KR2XL construction: http://users.erols.com/donreid/kr_page.htm
> Aviation Surplus: http://users.erols.com/donreid/Airparts.htm
> EAA Chapter 231: http://eaa231.org
> Ultralights: http://usua250.org
> VA EAA State Fly-in: 
> http://vaeaa.org___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Oshkosh - I'm home

[Kenneth L Wiltrout]

Jim, I've been flying my S for 3 yrs now and have wondered about
aerobatics, Just what are these planes capable off? I would get training
first of course.-Thanks!!


On Sat, 2 Aug 2003 21:19:35 -0500 "Jim Faughn"  writes:
> Thanks to all that I saw at Oshkosh. It was a blast. I spent quite a 
> bit of
> time on the flight line trying to show off the KR and meet people. 
> One of
> the neatest things was meeting all of the people that had built KR's 
> in the
> past. There are many of them. Also, I met Sam Bailey who was 
> approved for
> aerobatics in his KR. He may make it to Red Oak.
> 
> I'm looking forward to September and our fly-in. I finished my 
> updates to my
> website tonight of the trip, on the KR section, and hope that it has 
> helped
> get some people motivated to work on their planes. Trust me, it's 
> more fun
> to fly them than build them.
> 
> Jim Faughn
> 
> http://www.jfaughn.com
> Email jfaughn "at" socket.net
> 
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Camber

[Kenneth L Wiltrout]

I went through this 6 yrs ago myself and could not believe how far off I
was, I also used Dan's landing gear package. I'm not sure exactly how the
instructions read but when it came time to mount the lower brackets for
the axles the instructions left alot to be desired, luckily I could fill
in the holes w/a welder and redrill..



On Wed, 23 Jul 2003 11:11:08 -0500 larry flesner 
writes:
>  measuring and re-measuring again only to find that the lower gear 
> brackets
> do not share the same angle formed between the gear leg and the 
> axle. As a
> matter of fact, it turns out that between the two, they're several 
> degrees
> off (about 4 degrees).
> >Mike Meyer 
> +
> 
> 
> Mike,
> 
> It would sound as if  one of your lower brackets is not right.  If 
> that is the
> case, I'm sure Dan will replace one or both.  
> 
> I would suggest that you level your KR side-to-side and measure the
> angle of each gear leg to insure they match.  Then remove your 
> lower
> brackets and lay them on a flat surface to see if they match.  That
> should isolate the problem for you.  I'm assuming here that your
> problem as stated is camber, the vertical alignment of the wheel
> and not castor, the toe-in, toe-out alignment. 
> 
> I made my own lower brackets for the Diehl gear to mount Cessna
> axles before Dan shipped the "new" Diehl lower brackets made of
> 4130 that replaced the early cast alum units.  I used some Cessna
> type tapered shims from a C-150 that I salvaged out to give me the 
> camber I wanted. These shims are availabe to adjust either castor 
> or
> camber but are rather expensive to purchase (A.S) so you might 
> check out other options.
> 
> Ford at one time used tapered shims to adjust the front end on 
> trucks
> with solid axles.  I've not seen them but was told they come in 
> 1/2 degree increments.  That might be a good cheap option rather 
> than trying to make them.  Check with a local Ford dealer parts 
> dept.
> I think you problem should be easily fixed as you have two spots
> available to shim, the lower mount to leg and the axle to lower 
> mount.
> Take a deep breath, relax, and move on. :-)
> 
> I can expand on how I made my brackets with basiclly a hack saw
>  welding done by a local welding shop if anyone is interested.
> I will be off net until late tomorrow (Thurs) night.  I'm making a
> trip to fly a lady up state for a funeral and I'm spending the night 
> 
> with my brother-in-law and family.  Weather is severe clear!!
> 
> Larry Flesner
> 
> 
> 
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Airport woes

[Kenneth L Wiltrout]

Brian I really don't think this type of aircraft will do well being
outside on a permanent basis. I'd be concerned with warpage due to
humidity and temp extremes. These do require a lot of maint for the 1st
year or so till you get the bugs out. My cowl was off every other wkend
for the first year as I hunted down oil leaks, U may have better luck in
that area. I pay $150 a month for my own hanger and it's really worth the
money
  ---Good Luck--




On Sat, 05 Jul 2003 21:06:07 -0400 Brian Kraut 
writes:
> It is almost time to make my neighbors very happy and move my plane 
> to 
> the airport.  I went to the airport today to reserve a tiedown spot 
> for 
> August 1, but the spots that were $50 when I checked six months ago 
> are 
> now $75.  I did find something on the other side of the airport for 
> $60 
> a month, but they do maintenance there and they won't allow me to 
> even 
> remove my cowl on the ramp.  I won't even be allowed to wash the 
> plane 
> on the ramp soon because the city is building a washing area and I 
> will 
> need to go there and pay to use it.
> 
> I am checking with some of the hanger owners to see if I can get 
> some 
> kind of day rental rate so I can do maintenance.  Can anyone give me 
> 
> some idea on how often I can expect to have to work on something if 
> I am 
> flying four or five hours every weekend?
> 
> I am going to have a cover made to keep the UV off the plane and 
> keep it 
> dry.  Is there anyone else that doesn't keep their KR in a hanger?
> 
> 
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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KR>Speed Brake

[Kenneth L Wiltrout]

I think that was me Ray.


On Wed, 25 Jun 2003 18:04:45 EDT goreebeth...@aol.com writes:
> Will the person who wrote the E-mail about the speed brake that 
> is hinged 
> at the aft side please contact me on the net.   Ray goree   
> Thanks
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
> 
> 


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