Re: KRnet> ashes

[Mike Mold via KRnet]

A friend wanted his father's ashes scattered over the Devon UK countryside
and another flying mate offered to do the deed in his Woody Pusher. Long
story short, the Woody flew for several years afterwards with the father in
it's rear fuselage!

On Fri, 9 Aug 2024, 16:13 John Gotschall via KRnet, 
wrote:

> My mom wanted her ashes spread by her pilot sons over Mount Rainier.
>
> I took 2 heavey paper grocery bags and cut them at the glued seam and cut
> away the floor of the bags to make a flat sheet of heavy craft paper.  I
> folded the craft paper sheets along two parallel lines to make a paper
> trough.  Glued to one end were two heavey cotton strings,  from the thick
> cotton string spool we use for roast beef. Using model rocket style
> parachute to string glued bindings, the strings were bonded to the paper,
> which bindings are quit strong.  The strings were long enough to extend
> from inside the cockpit where they were secured at the loose end, and not
> long enough to allow the entire assembly, unfolded, to reach the horizontal
> stab.
>
> When the trough was full of ash we folded over the two sides to cover the
> ashes and rolled it up towards the strings.  Wrapping the strings around
> the paper bundle secured it from leaking ash.
>
> In my C172 we flew over the mountain, secured the strings inside and
> dropped the rolled bundle out the window.  The bundle, in the wind, first
> unrolled the string then blew itself open and apart ripping the bag from
> the strings.  Mom and biodegradable craft paper was deployed after two such
> assemblies went out.
>
> The strings were reeled in.
>
> Before the flight we applied masking tape to the leading edge of the
> horozontal stab, a tiny amount came back with us there.
>
> That's how we did it.
>
> Before hand I read some accident reports about other less coordinated
> attempts at ash deployment, including a few disasters.
>
> We wanted no chance of in cockpit or early release or leaks.
>
> cheers!
>
> jg
>
>
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KRnet> Vne Again

[Mike Mold via KRnet]

In November 2023, I organised a talk for my local LAA Devon Strut (=
Chapter) by British test pilot and businessman Air Commodore Dave Best. He
came with impeccable credentials, having served in the Royal Air Force from
1979 to 2012. In September 1999 he became commanding officer of the Defense
Evaluation and Research Agency's Empire Test Pilot School at Boscombe Down,
England. In 2022 he founded SkyBoss Aerospace Ltd and runs commercial test
flying. He is a Fellow of both the Royal Aeronautical Society and the
Society of Experimental Test Pilots.

Towards the end of his entertaining masterclass he said that *if you are in
trouble, go for overstressing the aircraft rather than exceeding Vne.*

This is a very competent test pilot talking so we should take note. His
argument was along the lines of “when you exceed Vne you are going into
uncharted territory”. The aerodynamic loads on the airframe increase
proportionately with the square of the increase in speed. Say you hit 175
mph when your Vne is 150, you will have exceeded Vne by 25 mph, which is an
overspeed of 16.7%. But the aerodynamic loads have gone up by a staggering
36%.

In contrast, if your G limit is +6 and you pull 7g, the increase is the
same, at 16.7%. However, as the loads on the airframe in this case are
linearly proportional, the extra load at 7g is still only 16.7%, less than
half of that caused by the overspeed.

So, if you are heading downwards with speed increasing, you should “pull”
rather than exceed Vne, and give your airframe a thorough inspection after
you land!

Mike Mold

Devon, UK
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Re: KRnet> funny pilot story

[Mike Cathey]

I'll pile on with a story...

Backstory:

I normally like to cruise at 10-11k so that I have more time to plan for an 
emergency descent.

Earlier on in my flying experience, I miscalculated a descent to a fuel stop in 
MS on the way back to KCHA from Dallas and the last 4k feet or so was a pretty 
aggressive descent.  We learned that my son is very sensitive to 
altitude/pressure changes that day.  Since then, we have carried chewing gum in 
the plane as a safety precaution.

Actual story:

On our return trip to KCHA from Oshkosh one year, we were crossing the KY/TN 
state line on flight following with Memphis center.  Seeing some cloud cover at 
our altitude ahead, I decided to descend to a lower altitude in order to stay 
under them and maintain VFR.  I informed Memphis center of our intentions and 
then told my son, "start chewing your gum!" as I was reconfiguring the aircraft 
for the descent.  I didn't realize that I had pressed the TX button a second 
time until I heard another pilot chirp back, "ok!"

The kids were amused.

Cheers,

Mike

- Original Message -
> From: "Larry Flesner via KRnet" 
> To: "krnet" 
> Cc: "Larry Flesner" 
> Sent: Thursday, November 2, 2023 9:48:30 AM
> Subject: Re: KRnet> funny pilot story

> On 11/1/2023 11:32 PM, John Gotschall via KRnet wrote:
>> This happened when I answered a question on quora.
>> jg
>>
>>
>> +
> 
> 
> Great story.  We've all done things while piloting  that we fortunately
> survived before we added the word "unable" to our flying vocabulary.
> 50+ years ago I made a 120 mile cross-country flight to take the check
> ride for my Private ticket.  On the trip home with the ink still wet on
> my new certificate I spotted a column of smoke rising thousands of feet
> above a rice field being burnt off.    I thought, hey, I'm going to pop
> right through that column of smoke. It weather was warm and the vents on
> that little C150 were open to the max.  That column of smoke turned out
> to be one mile wide.  I think you can imagine the rest of the story.
> 
> Larry Flesner
> 
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KRnet> Barnstormers

[Mike Cathey]

Just putting this here...

https://www.barnstormers.com/classified-1849153-FOR-SALE-OR-TRADE.html?catid=20143


Cheers,

Mike
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Re: KRnet> Joe Beyer KR2 For Sale

[Mike Cathey]

I wish it as on the east coast for easier inspection. :-\

Thread semi-hijack...

Has anyone seen a KR with retract go up for sale?  I've been watching, but 
haven't seen one lately.

-Mike

- Original Message -
> From: k...@bouyea.net
> To: "KRnet" 
> Sent: Friday, August 11, 2023 12:05:27 PM
> Subject: Re: KRnet> Joe Beyer KR2 For Sale

> Joe’s plane is now listed on Barnstormers & Craigslist at $8k OBO
> 
> [ https://www.barnstormers.com/classified-1847038-FS-Rand-Robinson-KR2.html |
> https://www.barnstormers.com/classified-1847038-FS-Rand-Robinson-KR2.html ]
> 
> [
> https://portland.craigslist.org/yam/avo/d/dayton-kr2-experimental-airplane/7652578856.html
> |
> https://portland.craigslist.org/yam/avo/d/dayton-kr2-experimental-airplane/7652578856.html
> ]
> 
> or advertisement listing is here; [ http://www.bouyea.net/members/joejbeyer |
> http://www.bouyea.net/members/joejbeyer ]
> 
> Really like to see somebody get this airplane. I’m off to the hangar to mount
> the prop and get the engine started…
> 
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Re: KRnet> Upper longeron

[Mike Richards via KRnet]

I wasn't planning extending to the rear...but I was definitely going to
extend 2" forward if you can without doing the rearI definitely want to
widen by 4 inches but need to find out if that just the area in the cabin
or is there more to
I'm obviously in the study and learn as much as possible before jumping
into the building
I would love to find a person in the Maryland area to mentor from

On Fri, May 26, 2023, 10:14 AM Flesner via KRnet 
wrote:

> On 5/26/2023 8:39 AM, Mike Richards via KRnet wrote:
>
> and maybe another 2" bay forward (for leg room and counterbalance),
>
> 
>
> If you're building from KR2 plans and modifying the length DO NOT omit the
> 2" forward for CG concerns.  Extending the tail increases the "arm" and
> moves the empty C.G. location rearward.  A forward C.G. is much easier to
> correct (less weight penalty) than a rearward location which is also more
> dangerous to flight.  You've heard "a bird in hand is worth two in the
> bush".  Well a pound on the tail is worth five on the nose to correct for
> C.G..  Guest-amount numbers but you get the point.  I switched tailwheel
> assemblies to lose 2 pounds and move the CG 1/2" forward.  2 pounds at 192"
> (?) makes a difference.
>
> Larry Flesner
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Re: KRnet> Upper longeron

[Mike Richards via KRnet]

Thanks mark...that's what I was thinking to scarf them

On Thu, May 25, 2023, 1:23 PM Mark Langford  wrote:

> Mike Richards wrote:
>
> "The longeron on the kr2s are 14ft I believe I can only find 12'
> 5/8x5/8 cap stripsare they joined together in 2 pieces"
>
> I just added up all the numbers on the KR2S side view drawing and it's
> 144", or 12' front to aft.  Having said that, the longerons have to be a
> bit longer than that to handle the fuselage curvature, and many builders
> are adding an extra 14" bay aft, and maybe another 2" bay forward (for leg
> room and counterbalance), so that's another 16".  You can save on shipping
> by buying two  shorter pieces and "scarfing" them together mid fuselage
> somewhere, using T-88 epoxy or something similar.
>
> Mark LangfordML@N56ML.comhttp://www.n56ml.com
> Huntsville, AL
>
>
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KRnet> Upper longeron

[Mike Richards via KRnet]

Hey guys...I have a question
The longeron on the kr2s are 14ft I believe I can only find 12' 5/8x5/8
cap stripsare they joined together in 2 pieces
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Re: KRnet> Another set back.

[Mike Richards via KRnet]

Lol...no...it was my  over ambitious of hope for cheaper wood Wood
price today are crazy

On Tue, May 16, 2023, 11:30 AM Flesner via KRnet 
wrote:

> On 5/16/2023 9:58 AM, Mike Richards via KRnet wrote:
> > Does Lowe's sell wood you can use
> > I can barely find a good 2x4 from Lowe's
>
>
> +
>
> If you question is serious, be advised that was apparently my failed
> attempt at humor.  There are sources for wood other than AS&S and Wick's
> but Lowes is not one of them.
>
> Larry Flesner
>
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Re: KRnet> Another set back.

[Mike Richards via KRnet]

Does Lowe's sell wood you can use
I can barely find a good 2x4 from Lowe's

On Tue, May 16, 2023, 10:36 AM Flesner via KRnet 
wrote:

> On 5/16/2023 9:13 AM, Mark Jones via KRnet wrote:
> > The right wing aileron is warped. WTF! How did this happen? No idea!
> The left aileron came out perfect. Now we have to fabricate a new aileron.
>
>
> +
>
> Can you remove the spar and re-use the fiberglass structure? Seems to me
> the spar caused the problem but what wood of aircraft quality would warp
> that much?  Did you keep your Lowes receipt? 😮
>
> Reforming fiberglass structure can be done by heating and clamping in
> position.  Spiderweb  cracks in layups can be repaired by heating the
> resin until the damage disappears and then allowed to cool.  I repaired
> a crushed spot in a wingtip for a friend with that method.
>
> As always, YRMV
>
> Larry Flesner
>
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Re: KRnet> Need help starting my KR2 ..please

[Mike Richards via KRnet]

Check valves in primer pume probably not workingweak springs

On Fri, May 12, 2023, 10:58 AM dee david via KRnet 
wrote:

> Hi Follks,
>
> I appreciate all the help that has been given to me to this point. BUT I
> need more guidance...
>
>
> I'm trying to start my Kr2 NOW.
>
> Facts:
> 1. The engine turns very well. - But it does not seem seems like no fuel.
> 2. Debugging showed that my prime was not shooting fuel into the cylinder.
> As a result no fuel in the cylinder.
> 3. I pulled off the fuel primer plunger (primer in my case) and tested it
> on my workbench. It WORKED.
>
> Caveat is that I had the hose immersed directly in the water source I
> was using.
>
> 4. The primer is fed straight from the top of the gascolator.
> 5. I have 2 gallons of fuel in my Header fuel tank.
> 6. The primer (plunger) line to the gascolator never has any fuel in it.
> 7. When I blow in the line (hose) between the primer plunger ->
> gascolator. I can hear the fuel bubbling - so I know it is not blocked.
> There is fuel in the gascolator.
>
> Question:
> 1. Do I need an auxiliary fuel pump between the engine and the header tank?
>
> 2. Why is the pressure not forcing the fuel to the primer plunger? Laws of
> physics say it should be there.. right?
>
> Any comments will be appreciated
>
> Dee (781) 500-5864
>
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KRnet> templets

[Mike Richards via KRnet]

good evening all
i was wondering if anyone has any of the metal templets from the plans they
could send me
also does the new airfoil work with the standard spar
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Re: KRnet> Kr2s

[Mike Richards via KRnet]

I'm more excited about building then flyingthanks though

On Thu, May 11, 2023, 3:15 PM Myron Freeman via KRnet 
wrote:

> I've got a KR-2 boat on fixed gear set up for the new airfoil, no foam,
> just wood structure. Spars are built but not assembled and I believe I've
> got two sets of plans, one set for the KR2 and another new set for the KR2S.
>
> I've got two engines, a Continental O-200 and a new VW 2600 cc from Steve
> at Great Plains Aircraft and a bunch of miscellaneous parts.
>
> I need to sell them because I'm never going to fly anymore, getting too
> old and my wife wants me to get it out of here so she doesn't have to fool
> with it after I'm gone.
> Indianapolis, Indiana.
>
> On Wed, May 10, 2023, 11:43 AM Mike Richards via KRnet <
> krnet@list.krnet.org> wrote:
>
>> Thank you for your email...I'm trying to decide between a larger
>> displacement VW and a corvair engine...I'm a mechanic so I'll be building
>> my own engine for a very reasonable price
>> On Sun, May 7, 2023, 4:27 PM R.W. Pearson via KRnet 
>> wrote:
>>
>>> Power plant your largest cash outlay.
>>> Get that figured out and the rest of project will work itself out.
>>>
>>>
>>>
>>> On Sun, May 7, 2023 at 9:07 AM Mike Richards via KRnet <
>>> krnet@list.krnet.org> wrote:
>>>
>>>> Hi...I was wondering if anyone might be able to get me plans for the
>>>> plane
>>>> I would like to view them before committing myself financially
>>>> Thank you
>>>> --
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>>>> https://list.krnet.org/mailman/listinfo/krnet
>>>>
>>>
>>>
>>> --
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>>> 8586 Cedar Drive
>>> Buena Park CA 90620
>>> 714 952 1986 Home / leave message
>>>
>>> Why us?
>>> Because we're here lad; and nobody else. Just us.
>>> - Rorke's Drift, January 1879
>>>
>>> Woke Definition: A Stubborn And Hostile Denial Of Reality - Wm. Briggs
>>>
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Re: KRnet> Kr2s

[Mike Richards via KRnet]

Thank you for your email...I'm trying to decide between a larger
displacement VW and a corvair engine...I'm a mechanic so I'll be building
my own engine for a very reasonable price
On Sun, May 7, 2023, 4:27 PM R.W. Pearson via KRnet 
wrote:

> Power plant your largest cash outlay.
> Get that figured out and the rest of project will work itself out.
>
>
>
> On Sun, May 7, 2023 at 9:07 AM Mike Richards via KRnet <
> krnet@list.krnet.org> wrote:
>
>> Hi...I was wondering if anyone might be able to get me plans for the plane
>> I would like to view them before committing myself financially
>> Thank you
>> --
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>> KRnet@list.krnet.org
>> https://list.krnet.org/mailman/listinfo/krnet
>>
>
>
> --
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> 8586 Cedar Drive
> Buena Park CA 90620
> 714 952 1986 Home / leave message
>
> Why us?
> Because we're here lad; and nobody else. Just us.
> - Rorke's Drift, January 1879
>
> Woke Definition: A Stubborn And Hostile Denial Of Reality - Wm. Briggs
>
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Re: KRnet> Construction methods references?

[Mike Richards via KRnet]

thanks for the info,,, but im not planing on the all composite version as
im not even sure if one has been completed or flown yet  though thats the
one i initially discovered

On Tue, May 9, 2023 at 9:41 PM victor taylor via KRnet 
wrote:

> Hi Chet,
>
> My recommendation is to go to West Marine and get some resin, hardener and
> cloth. Then watch some YouTube videos and practice. It is a lot easier to
> learn from videos than by reading.
> Then join a local EAA to surround yourself with others who are building
> composite aircraft. You will be an expert before you know it.
>
> Victor Taylor
> Irvington, Alabama
>
> On May 9, 2023, at 3:17 PM, MS  wrote:
>
> On Tuesday, May 9, 2023 at 08:56:01 AM PDT, Chet Orton via KRnet <
> krnet@list.krnet.org> wrote:
>
> "Can anyone recommend resources (books, videos, etc) for learning the
> skills and materials? Thanks!"
>
> -Chet
>
> 
>
> This isn't exactly what you're looking for Chet but there may be something
> interesting in it anyway.  Checking it just now, it appears YouTube chopped
> off the very beginning and stuck an ad in.  This was and probably is the
> only YouTube video I'll ever attempt.   I thought I'd successfully avoided
> having ads but it appears I've failed.  This consumer society we've created
> has evolved from something convenient to being a disease.
>
>  https://youtu.be/qgJp95DhIOg
>
> Many "plans built" designs have pre-formed components that can be bought
> from various sources, reducing overall build time.  This video describes
> attaching pre-built wings to the fuselage.
>
> Ken Cottle, BTW the builder of the aircraft in this video, has his current
> KR for sale.  As with me, his aviation activities are winding down.  The
> one he has now  is one of the three KR-1's that Sam Bailey built.  Ken has
> made lots of improvements to this plane (vortex generators, good engine,
> etc.)  If anyone is interested in an inexpensive yet solidly-built KR
> please send Ken an email.
>
>  kcottl...@gmail.com
>
> Mike Stirewalt
> propala...@att.net
>
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KRnet> Kr2s

[Mike Richards via KRnet]

Hi...I was wondering if anyone might be able to get me plans for the plane
I would like to view them before committing myself financially
Thank you
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KRnet> Two KR2s for sale on Barnstormers

[Mike Cathey]

There are 2 KR2 aircraft for sale from the same gentleman on Barnstormers...

https://www.barnstormers.com/cat_search.php?headline=kr2&search_type=advanced


N96TA

https://flightaware.com/resources/registration/N96TA
https://flightaware.com/live/flight/N96TA


N29PL

https://flightaware.com/resources/registration/N29PL
https://flightaware.com/live/flight/N29PL

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Re: KRnet> quick video of once around the pattern

[Mike Sylvester via KRnet]

Just curious about the length of time between landing and Full back on the 
stick... I stick my tail wheel at touchdown  and elevator up helps slow the 
plane with more drag???

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Craig Williams 

Sent: Saturday, September 24, 2022 10:06 AM
To: KRnet 
Subject: KRnet> quick video of once around the pattern

https://youtu.be/gqAWKpOsrX8

Craig
N886MJ (N51CW)
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Re: KRnet> hat / shirt payment

[Mike Arnold via KRnet]

Thanks Larry, not a problem I definitely want the 50th anniversary edition.
I am registered and will be there.

On Mon, Aug 15, 2022, 8:07 PM Flesner via KRnet 
wrote:

> On 8/15/2022 7:22 PM, Mike Arnold via KRnet wrote:
> > Do you have the cost of the hat and shirt yet I? I definitely want one
> > each.
>
> ++
>
> I will not know the EXACT price of the hat's / shirts until I place the
> order, probably this Friday.  Close guess is $15 for hats and $30 for
> shirts but I'm asking / informing everyone to be a bit flexible if there
> is a slight increase.  The market / economy is very much in flux right
> now and that's as close as the supplier could estimate.  Availability is
> even unsure.
>
> If anyone wants a hat / shirt and will be attending the Gathering,
> include your order with your registration.  If not attending the
> Gathering but want a hat / shirt please contact me OFF LINE at
> fles...@frontier.com with the number of hats / shirts  you want and the
> shirt size.
>
> I will advise each individual order of exact cost with shipping and
> mailing address to send a check after I have them in hand and ready to
> ship.  I'm hoping to use a cheap and flat rate means of shipping in the
> USA but that remains to be determine. For overseas orders, well, start
> saving your funds now.  Shipping could equal the price of the merchandise.
>
> Film at eleven..
>
> Larry Flesner
>
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Re: KRnet> hat / shirt payment

[Mike Arnold via KRnet]

Do you have the cost of the hat and shirt yet I? I definitely want one each.

On Sat, Aug 6, 2022, 1:11 PM Flesner via KRnet  wrote:

>
> I should have mentioned that a check by mail after I advise of the cost
> to each individual is the preferred method of payment.  I have no online
> payment methods available.  I'm old.  I'm lucky to have e-mail.  When I
> grew up we were still using smoke signals. If it was windy out we may
> not speak to the rest of the family for days at a time.  😁😁
>
> Larry Flesner
>
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Re: KRnet> Fwd: Introducing my KR2Ss

[Mike Arnold via KRnet]

Didn't work on my android

On Fri, Jul 29, 2022, 3:58 AM Phillip Matheson via KRnet <
krnet@list.krnet.org> wrote:

> I hope this works
> My now finished KR2Ss, with Continental Rolls Royce 0200A. Next is sorting
> very of airworthiness
> Phil Matheson
>
>
> 
> Download Attachment
> Available until 28 Aug 2022
>
> 
>
>
> Click to Download
> 
> IMG_1209.MOV
> 0 bytes
>
>
> Sent from my iPhone
>
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Re: KRnet> Composition of a KR 2 with Subaru EA 81

[Mike Sylvester via KRnet]

I say go for it, slap that Subaru in there… I’m sure that your mechanical 
prowess has made you much more knowledgeable than the other 2 thousand aircraft 
builders who have tried to convert this baby over. I say this jokingly because 
I to thought the same thing until I realized that there’s no way of all the 
people before me, that I was the smartest. Sometimes it’s just better to learn 
from other peoples mistakes. That being said I had 2 margaritas at dinner. 😳

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Arie Post via KRnet 

Sent: Friday, April 29, 2022 1:23 PM
To: krnet@list.krnet.org 
Cc: Arie Post 
Subject: Re: KRnet> Composition of a KR 2 with Subaru EA 81


Hello Randy,



I want to come back to this, I know someone who has also installed such a type 
of engine, not in a KR 2.

But it goes perfectly, he did with a reduction case and he changed the engine 
management.

He will be willing to help me too.



Do you maybe have any drawings of the engine mount? I want to make the engine 
mount the same way as Les Palmer.



Thanks in advance



Kind regards,

Arie Post





From: Randall Smith via KRnet<mailto:krnet@list.krnet.org>
Sent: vrijdag 8 april 2022 21:37
To: krnet@list.krnet.org<mailto:krnet@list.krnet.org>
Cc: Randall Smith<mailto:crz...@yahoo.com>
Subject: Re: KRnet> Composition of a KR 2 with Subaru EA 81



Until he popped up with my name I wasn't gonna say anything. I would not waste 
my time with that Subaru. Les had a total of about an 4 1/2 hours on his KR I 
had about 60 hours on it. He had troubles with a reddrive it could never 
produce the horsepower it says it's supposed to produce. the radiator takes up 
a lot of space so there's a lot of drag through the cowing. it's heavy once you 
add everything up including the water. I sold it to a guy down south of Waco I 
believe somewhere around Georgetown and I know he had a problem an the engine 
quit and he put it in a pasture I don't know what happened to it after that. 
Les was a Tinker and he was really good at it. But he could never get that 
thing to perform like it was supposed to. I would fly it for an hour or two and 
he'd work on it for a week or two. I flew it to one or two flyings. and I 
believe he trailered it to two of them.

Sent from my iPhone

> On Apr 8, 2022, at 10:34 AM, Mark Langford  wrote:
>
> Arie Post wrote:
>
> > I did come across another article on the site by Les Palmer.
> > He also has an EA 81 sitting in front of his KR 2 there.
> > He seems to have flown with it.
> > What about him, is he still flying it?
> > Could I possibly receive his email address?
> > I also came across an article by Ken Thomas.
> > He is flying a Subaru EA 82 there, what about him?
>
> Ken removed the Subaru and installed a Jabiru.  I don't know the details of 
> why, but it's not uncommon.  My thought when it had a Subaru in it was that 
> it looked like it had a filing cabinet or a small refrigerator under the 
> cowling!  The water cooling system takes a lot of space.  Ken is long gone, 
> but I saw his airplane in a photo of what I believe was an Alabama hangar 
> that had been hit by a tornado.   I'll leave the Les Palmer KR to Randy, who 
> has flown it, and  is likely still on KRnet.
>
> Steve Makish and Bob Lester both built planes with Subarus, and later swapped 
> them out with Corvairs.  Their advice was that the Subarus would pound out 
> the crankshaft bores (like VWs do after many years using the stock 
> crankshaft).  Corvairs don't have that problem, although I realize that 
> Corvair engines are not widely available outside of the US.
>
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
> Huntsville, AL
>
> --
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Re: KRnet> New project in the hangar

[Mike Cathey]

You beat me to it! :)

Cheers,

Mike

- Original Message -
> From: "G R Pickett via KRnet" 
> To: krnet@list.krnet.org
> Cc: "G R Pickett" 
> Sent: Friday, April 1, 2022 10:15:12 AM
> Subject: Re: KRnet> New project in the hangar

> Well if that paint scheme gets done, my 13 YO grad-daughter will want a ride!
> Also, is the iFly for sale?
> Griff
> KR2 -N141GP
> 
> -Original Message-
> From: KRnet  On Behalf Of Mark Langford
> Sent: Friday, April 1, 2022 4:55 AM
> To: KRnet 
> Subject: KRnet> New project in the hangar
> 
> Joe's email about the magnetic compass spoke in the past tense about his 
> N357CJ.
> I was talking to Larry Howell the other day about working on Joe Horton's
> plane, and he asked if I had bought Joe's plane. As Joe mentioned, he's 
> nearing
> completion of the "Dr. Dean" plane, and hadn't
> been flying N357CJ much anyway, so he sold it to me.   He didn't NEED to
> sell it to me, he sold it to me because I kept whining about how squirrelly
> N891JF is on our 40' wide runway here, compared to N56ML (especially in a 
> stiff
> crosswind), so he sold it to me either out of compassion, or so he wouldn't
> have to listen to me whine anymore!  And he's going to need the hangar space
> soon anyway. Dr. Dean's plane has been in the hands of several folks since Dr.
> Dean lost interest and went on to other things, but Joe is going to finish 
> this
> thing, and soon!
> 
> Although I only have three landings with it so far, I can tell you that I 
> have a
> whole new appreciation for nose wheels!  After leaving his airport in PA, on 
> my
> final landing at M38 I was racing a thundershower to the airport in some windy
> weather, was a bit fast, landing a bit long, and not even lined up properly
> with the runway, and I managed an uneventful landing with absolutely no drama
> on roll-out, and stopped with runway left over!  What a dream.  And I can
> actually see where I'm going when taxiing!
> 
> I've been making some fairly minor changes to it for the last few months,
> swapping the iFly 740 for a tablet running iFly, checking things over and
> learning more about it, tweaking the EIS, doing some routine maintenance, and
> moving some controls around a bit.  I'll be flying it again shortly, certainly
> in time for Oshkosh, and have laid out an awesome paint job for it 
> flamingo
> pink with the same purple lightning bolts.  Unlike N891JF (which is "sky
> blue"), this plane will really show up in the sky!
> 
> For more info on the Dr. Dean plane, take a look at Eduardo Barros'
> Argentine plane at
> https://nam12.safelinks.protection.outlook.com/?url=http%3A%2F%2Fwww.krnet.org%2Fkrs%2Febarros%2F&data=04%7C01%7C%7Cced6e5bd2a394d33374608da13c5c00a%7C84df9e7fe9f640afb435%7C1%7C0%7C637844037316302584%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000&sdata=7PA%2FZStMylgUgAHpOawQ%2BfXrdRpIT2%2FJWD8n%2Bjjq1tg%3D&reserved=0,
> which was inspired by Dr. Dean's "sexy" lines.  Dean used eighth inch spruce
> strips that he heated in a home-made steamer, bent into curved sections, and
> glued them together to "freeze" the curve, , and joining them with foam and
> fiberglass.  Eduardo's plane has been flying for years, and he has a large web
> presence.  Search for Eduardo Barros KR2-egb "Zondo" for photos and
> construction info.  When Joe finishes up, we'll have more photos of that
> process, and we'll put them on KRnet, along with the finished plane photos.
> --
> Mark Langford
> m...@n56ml.com
> https://nam12.safelinks.protection.outlook.com/?url=http%3A%2F%2Fwww.n56ml.com%2F&data=04%7C01%7C%7Cced6e5bd2a394d33374608da13c5c00a%7C84df9e7fe9f640afb435%7C1%7C0%7C637844037316302584%7CUnknown%7CTWFpbGZsb3d8eyJWIjoiMC4wLjAwMDAiLCJQIjoiV2luMzIiLCJBTiI6Ik1haWwiLCJXVCI6Mn0%3D%7C3000&sdata=oRVYlINop%2B2GzMZJWwyFwghfQHmK%2FXQLhAogM%2FZRsPY%3D&reserved=0
> Huntsville, AL
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KR>Oshkosh

[Mike Sylvester]

I'm planning on being there, not sure where I'll be sleeping. 😉

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854

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https://www.mail-archive.com/krnet@list.krnet.org/ 

KR>Re: Fwd: The video is published

[Mike Sylvester]

Thank you for all the hard work guys, great job… Makes me proud to have kept 
Ken Rand’s dreams alive. Also I’m proud to call everyone in the KR community my 
friends.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: Flesner 
Sent: Monday, January 24, 2022 4:57 PM
To: KR net 
Subject: KR>Fwd: The video is published


Check it out !!!  Thanks to Luis and Mark for all their efforts.

Larry Flesner



KR Anniversary 50 Years - YouTube
<https://www.youtube.com/watch?v=K3U-LNdm3y4>







KR Anniversary 50 Years

<https://www.youtube.com/watch?v=K3U-LNdm3y4>



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KR>Re: KR2S removable parts.

[Mike Sylvester]

I tried to send pictures so that the new guys could see what we're talking 
about but they didn't make it.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: John Bouyea 
Sent: Tuesday, January 18, 2022 3:31 PM
To: 'KRnet' 
Subject: KR>Re: KR2S removable parts.

The first KR I owned had a removable forward deck that included the fuel
tank. Lifting that unit away from the fuselage exposed the entire forward
side of the instrument panel. That made rewiring the panel greatly easier. I
struggle to accomplish the same task on my current airplane. I wish the
turtle deck would have been removable. Highly suggest this option for future
builders!

-Original Message-
From: Mike Sylvester [mailto:shagste...@hotmail.com]
I copied Mark's great idea to make all the upper parts removable. I can have
all the parts off in 25 minutes and ready for inspection or upgrades. Going
back together takes about 45 minutes.

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KR>KR2S removable parts.

[Mike Sylvester]

[image/jpeg][image/jpeg]
I copied Mark’s great idea to make all the upper parts removable. I can have 
all the parts off in 25 minutes and ready for inspection or upgrades. Going 
back together takes about 45 minutes.
Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854

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KR>Re: Almost there

[Mike Sylvester]

Great looking plane, can't wait to see her fly The prop looks like it has a 
crazy amount of pitch but I'm sure it's an optical illusion.😳😊 Mine with the 
O-200 is a 60x68.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: Phillip Matheson 
Sent: Thursday, November 11, 2021 5:49 PM
To: KRnet 
Cc: Mark Langford ; Bill Clapp 
Subject: KR>Almost there

I wheeled her out of the hanger yesterday.
It been a very delayed build, with life,  family work and play all extending 
what I thought would be a quick build.
Still a few little things to do like
Paint the wing gap covers
Paint the inner wing baggage doors
Make the cowl
Of course start the engine
Paperwork and CofA
Keep building it won’t build itself

Phil matheson
Australia
KR2 (755 hours) sold
KR2Ss above
Mustang 2 next to finish


[cid:9cab338c-a77f-4595-b575-bd5abbacf1ed@namprd05.prod.outlook.com]


Sent from my iPhone

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KR>Re: Valve remedy

[Mike T]

"For owner of 'non-experimental' aircraft use that info as you deem
appropriate."

There are many who do. I've seen articles about regional carriers back in
the day when they ran piston-engine planes saying they used to buy MMO in
50-gallon drums.

On Tue, Jul 27, 2021, 7:56 PM Flesner  wrote:

>
> > On 7/27/2021 8:24 AM, Flesner wrote:
> >> I have no scientific proof that it works but I'm a believer.  It also
> >> keeps my plugs running clean of lead deposits.
> >> As always, YRMV.
> >> Larry Flesner
> >
> > 
>
>
> After the earlier post I realized I should have reminded anyone looking
> to try MMO that it is not an "approved additive" in aircraft but is not
> specifically restricted for experimental aircraft that I'm aware of.
> For owner of "non-experimental" aircraft use that info as you deem
> appropriate.   If anyone has conflicting info, please post.
>
> Larry Flesner
> 
> -Please see LIST RULES and KRnet info at http://www.krnet.org/info.html
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KR>Oshkosh Trip

[Mike Sylvester]

Hey Guys, Looks like I've found lodging for my stay at Oshkosh so as of right 
now my plans are for Mark and I to arrive on Friday the 23rd. Weather 
permitting and also these plans subject to change. My cell number is below 
if anyone needs to contact me while there.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854

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KR>Re: Trainer idea

[Mike T]

I saw one KR-2 design where the owner built the plane with a small weight
in the tail cone, designed to be easily moved forward as needed. As long as
you had a bombproof method of attaching it (and an idiot-proof way to
remind you where it was), this could be very useful.

Mike Taglieri

On Thu, May 13, 2021, 12:40 AM Dr. Feng Hsu  wrote:

> Thanks Mike for your invaluable input on the CG issues when two people are
> in the KR2 cockpit for training I believe it is much easier to resolve
> the tail-heavy CG issue rather than dealing with the inherently narrow CG
> envelope issue from the standard KR2 design, correct? I am wondering if
> there is any quick & easy solution to check on CG balance or adequacy after
> people & stuffs and fuel are loaded prior to heading to the runways?!
>
> Safety is always #1 priority!
>
> Dr. Hsu
>
>
> On Mon, May 10, 2021, 4:05 AM MS  wrote:
>
> > I very much agree with the idea of not stuffing two people in a KR for
> > training purposes.  My previous standard KR was WAY out of CG with just
> two
> > normal-sized people in it and my KR wasn't badly built - an engineer with
> > McDonnell Douglas built it - built three of them in fact - and had the
> > added weight of the Maloof prop out front but was still very tail heavy
> > with two people.  Most early KR's tended to go tail heavy with two
> people.
> > Trying to develop familiarity with a plane that has such a tendency
> toward
> > aft CG doesn't sound like a good idea.  Not to mention, two people each
> > with heads canted toward the center because the canopy had such poor
> > headroom made for an unpleasant ride for both pilot and passenger, quite
> > aside from trying to do any flight familiarization.
> >
> > With the many improvements that have been made to the standard design -
> > wider cockpits, longer fuselages, problems the original design had with
> two
> > up have been eliminated of course but still . . . with two people and
> > marginal horsepower seems asking for trouble.   It's never been a
> two-place
> > plane . . . really.  It's a very cool one person plane.  Long runway to
> > eliminate concern of running off the end, either with an abort or with a
> > long landing, plus no controller distracting things . . . if a person has
> > any skill at all at flying, the KR is not quirky or difficult.  90% of
> > newbie problems are simply from trying to touch down while the plane
> still
> > wants to fly.  That ends up with bent nosewheel struts and broken props
> . .
> > . happens all the time, not just with KR's.  Speed control is so
> important
> > and finding that comfortable spot with a new plane is always a bit
> > nervewracking.   It takes a lot of self-discipline those first few
> flights
> > while getting a feel for where the approach speed should be.  This isn't
> > just with KR's.  I think everyone, flying a new plane for the first time,
> > has a hard time keeping their approach speed down.
> >
> > Slow flight with a few stalls is a great thing to do on that first
> > flight.  Neither of my KR's did anything in the stall except mush.
>  It's a
> > gentle wing (if built correctly and nothing is out of whack) with no bad
> > habits.  Generations of KR builders/flyers have gone through this and
> > gained the benefit of true stick and rudder skills with this forgiving
> > airplane.  There's no need to treat the KR like it requires some special
> > training.  It's about as honest an airplane as any of us will ever fly.
> > Just slow down before the wheels.  If you have to wait for it to slow
> down,
> > just wait.  That's exactly the reason to use an extra long runway while
> in
> > the familiarization phase.
> >
> > Putting two people in a KR for training purposes seems a recipe for an
> > unpleasant experience . . . although, come to think of it.
> familiarization
> > flying with Jim Morehead was not uncomfortable at all . . . so I'm all
> > wet.  Depends on the plane I guess.  Jim's tri-gear plane was just as
> > comfortable with the two of us in it as a Piper Cherokee 140.
> > I sure had some unpleasant experiences with my first (standard design) KR
> > when I had another person in the cockpit though.  With such an aft CG, if
> > one doesn't die first, one learns to become a pretty good pilot.
> >
> > MikeKSEE
> > 
> > -Please see LIST RULES and KRnet info at http://www.krnet.org/info.html
> > -Change list delivery options at
> > https://list.krnet.org/list/krnet.list.krnet.org/ Aff

KR>Re: extended taxi test

[Mike T]

What brake fluid do these planes use? I didn't realize that any types of
brake fluid were flammable.

Mike Taglieri

On Sun, Apr 18, 2021, 4:35 PM Flesner  wrote:

>
> Not trying to beat a dead horse but if you use brakes for steering you
> need to be aware of the possible hazards.
>
> In one incident, an Aerospatiale Tobago (TB-10) was being taxied to
> check an instrument repair. When the pilot depressed the left brake
> pedal, it went to the floor, and the brake failed. Using rudder and the
> right brake, the pilot was able to taxi back to the ramp. A bystander
> was the first to notice that the left main wheel was on fire.
>
> What happened? The compression fitting that attached the brake line to
> the brake failed, and when the pilot stepped on the brake pedal, it
> squirted brake fluid onto the hot brake disk. It took seven 20-pound
> fire extinguishers to put out the fire. The pilot evacuated the aircraft
> quickly and wasn't injured.
> 
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> John Boyea's decades of archive at
> https://www.mail-archive.com/krnet@list.krnet.org/
>

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KR>Re: New video

[Mike Sylvester]

Stef, Awesome video, that makes it all worth it. Ground lovers will never 
experience the pleasure of what you've accomplished. Congrats.
Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: Stef den Boer 
Sent: Tuesday, March 16, 2021 4:48 AM
To: krnet krnet 
Subject: KR>New video

Hi KR friends,

Last week it was a very Nice day for flying. I installed the camera in the 
tail. The clouds were very Nice so I did Some cloudsurfing. Made A video from 
it.

See link below. For our KR-builders it will gave you a motivation to keep up 
the spirit. (It worked for me also when there was a new video)


https://youtube.com/watch?v=FFhlzLvseKY&feature=share 
https://youtube.com/watch?v=FFhlzLvseKY&feature=share


Stef







Steph and his dad are building the KR-2S see 
http://www.masttotaalconcept.nl/kr2 http://www.masttotaalconcept.nl/kr2

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KR> tail feathers My two cents.

[Mike Sylvester via KRnet]

Hey guys, I can't elaborate on anything shorter than a KR2SS since that's all 
I've flown. I lengthened my 2S  by 14" and because I was building ( in my mind 
) for less drag and more speed I decided to use the original plans size 2S tail 
feathers. So I have the AS5048 new wing design up front and the original flat 
tail in the rear. I have flown my girl to all over the country and I have no 
complaints. That being said, this is not a Piper or Cessna. You have to fly the 
plane and I'm fine with that. I once flew with a guy that filled out his log 
book while on autopilot. You are not going to do this in a KR. I just don't see 
what all the fuss is about, I've flown with Mark with his short KR2 for 
thousands of miles and he always manages to get it back down safely In 
closing, if you want to be able to do 150 mph on 5 gallons an hour and don't 
mind having to fly the plane, the KR is a great plane If you want the 
comfort of a plane that flies itself and is virtually idiot proof on landing, 
the KR should not be your first choice.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854
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KR> KR-2 upholstery inset

[Mike Stirewalt via KRnet]

Steve Glover 

https://www.nvaero.com/pages/KR%252d2-Aircraft.html

on his original KR-2 had the nicest seat emboss treatment that I can
remember seeing.  I'm not sure if it's for the S model though.  Easy
enough to modify I would think.  At any rate, he may know something to
help.

Any relation to Charlise from Springs?

Mike
KSEE
  


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Re: KR> Why have wing Tanks?

[Mike T via KRnet]

What is the tank of a Pietenpol made of? I think the fiberglass tank of
most KRs is part of the problem, because they crack or even shatter in an
impact.  An aluminum tank is better, because they usually dent rather than
shatter.

But probably a polyethylene tank would be best of all. These are flexible,
and a dent will pop back into shape after an impact. Almost all modern cars
use them.  But I don't think there's a practical way to make these at home,
so you'd have to find a commercial tank you could use.

Mike Taglieri

On Wed, Dec 23, 2020, 12:45 AM Oscar Zuniga via KRnet 
wrote:

> If you've been around either the CorvAircraft or Pietenpol groups for any
> length of time, you've more than likely heard about William Wynne's
> experience with fuel in the cockpit.  The original design for the high-wing
> parasol Pietenpol Air Camper has the fuel tank in the centersection of the
> wing, directly over the cockpits, with a fuel line leading down into the
> cockpit from the tank, along one of the cabane struts, and then forward to
> the engine through the firewall.  Most builders end up with something like
> 12-14 gallons of fuel capacity up there, and it provides great gravity feed
> to the engine for a simple fuel system and a couple of hours of endurance.
> William was the passenger in his aircraft (front cockpit) when the pilot
> stalled it in a low-altitude turn and it spun in and crashed.  In the
> crash, the wing shifted forward and the structure collapsed enough to
> rupture the fuel line coming down from the tank, and William and the plane
> were doused in fuel with no way to stop the flow.  Despite having his
> clothing on fire, he got out of the airplane somehow, pulled the pilot out
> of the rear cockpit and away from the plane, rolled on the ground enough to
> stop his clothing from burning, and survived the crash but spent a lot of
> time in hospital and with many skin grafts and rehabilitation.  The
> airplane burned to a crisp, although William later recovered the engine
> after the FAA and NTSB had their time with it.
>
> My Air Camper has a 16 gallon fuel tank up in front of the passenger,
> under the cowling behind the firewall.  So, while a fuel leak from my tank
> wouldn't normally get on me till it flowed aft to the pilot's cockpit, it
> really won't matter because gasoline burns hot and fast, and so do
> glued-together wooden airplanes with fabric covering.  For somewhat of a
> simulation of that kind of scenario, view a little 1:30 video of a fellow
> splashing some gasoline on a brush pile and lighting it off.  The link is
> below.  My Air Camper would most likely burn as rapidly as the brush pile
> in the video.  Notice the quantity of gasoline that is splashed onto the
> brush pile and on the little "fuse" that he sets fire to.  Couple of
> gallons tops, right?  Isn't that just a little 2 or 2.5 gallon jug he
> has?.  My airplane holds 16 gallons and will make a big, hot fire if it
> gets out of the tank and catches fire.  How much will your KR's fuel tank
> hold?
>
> Here's a link to the video- https://youtu.be/Hi7tZVV-o8A  .  Notice that
> it's not just where he pours the gasoline that burns... it's where the
> vapor gets out to, and if there is any wind or any motion around spilling
> gasoline, the vapor can be burning energetically a fair distance away from
> where the liquid is.  The stuff is unforgiving, you won't do much to it
> with a little portable extinguisher or even with one of the larger ones
> that they tote around on golf carts at fly-ins.  As has already been
> written here, educate yourself on the risks, choose how you will arrange
> your fuel in your airplane, know the upsides and downsides, and most of
> all- treat gasoline with a lot of respect.  And as a disclaimer about why I
> am interested in this, I am a fire protection engineer.  I fly a plane with
> what amounts to a bomb up in the cockpit in front of me but it's a welded
> aluminum tank with a brass shutoff valve and braided 3/8" fuel hose feeding
> out of it through a stainless steel firewall to the gascolator up front.
> No barbed fittings, no plastic fittings, no plastic tubing.  I understand
> my risks and you should understand yours.
>
> Oscar Zuniga
> Medford,OR
>
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KR> Wing tanks

[Mike Stirewalt via KRnet]

Larry said, 

> "Fuel in the outer wings also reduce the weight carried by the
W.A.F.'s."

That is so true.  Tip tanks, or outer wing tanks, carry with them great
advantages.  Not only do they carry weight without affecting CG to any
significant extent, but unloads stress at the wing root, making for a
more resiliant structure.  A third virtue, at least with tip tanks, is
their reduction of tip vortice drag, acting as winglets.

Mike
KSEE


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KR> Belly boards

[Mike Stirewalt via KRnet]

> "For anyone using a belly board on their KR's . . ."

Joe, when I first got my plane from Steve I looked into the "holes vs
solid" question and learned that the dive bombers such as the Douglas SBD
used holes in the flaps to reduce weight and, more importantly, to reduce
aerodynamic stress related to turbulance in the dive.  Seems like having
holes would create _more_ turbulance, but my memory (such as it is) tells
me the holes were used primarily to reduce turbulence in the dive. 
Controllability issue as I recall.

Mine (Ken Cottle's) came with holes.  After concluding from what I'd read
and heard that a solid flap would be more effective, I taped over my
holes with some heavy duty tape to see if I could tell a difference.  It
seemed to be more effective with the holes covered.  The tape didn't last
long and I planned to cut some plugs to match the circles and thus
restore the flap to a solid plane, but the improvement was so small I
never got around to it.  My fuselage is only 24" wide and my flap only
extends to 30 degrees so using belly board or not using it doesn't make
much difference, although I always do use it.  

Flying Jim Morehead's full-width KR-2 with a belly board (no holes) was
not only wider than mine but in addition, extended to 45 degrees (or
perhaps a bit steeper - can't remember) and was extremely effective. 
Landing his tri-gear KR with belly board fully extended was an exquisite
pleasure, allowing a very steep and slow approach..  His extension
mechanism was much more rugged than mine.  On 3345KC Ken had used a
fairly flimsy extension mechanism that someone, perhaps Rand, had
designed.  I've seen the same design on other KR's.  It works, but Jim's
design was far better.  

BTW, these belly boards also lower stalling speed by a little, adding
lift as well as drag, so are really nice to have.  I assume you've got
conventional flaps on your already-built aircraft.  

***

A truly ideal design would be split flaps, or even normal hingeflaps, but
linked to a belly board.  The design seen on the Mustang II or DC-3 or
Cessna 310 is what I'm referring to, although the term belly board
doesn't exactly apply with those planes..

>From what Sparky has mentioned regarding the effectiveness of his stub
wing hinged flaps, he says they hardly make any difference.  A large,
steeply angled belly board such as Jim Morehead had works extremely well
though.  I'd forego the holes.  

Mike
KSEE
  

  

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KR> First Flight 722KC

[Mike Stirewalt via KRnet]

Holy crap Chris . . . you did it!!  The last time I looked at your build
site your Corvair was in pieces (as you did the re-build) so to see that
you made it through the long process of building such a wonderful plane
is so admirable . . . I can't express enough congratulations on this.  

Did you use the larger Corvair engine (of the two sizes I know about)? 
That prop looks mighty nice . . . Sensenich?

Love to see some stats once you've gotten through the shakedown flights. 


Mike
KSEE


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KR> Introduction

[Mike Stirewalt via KRnet]

> "Does you government have a database like the FAA in the USA that you
can 
search to find (aircraft) KR owners?" 

I've never heard the term Centurian for that area but halfway between JHB
and Pretoria would be Midrand with its airport named Grand Central and
home, at least at one time, of Chapter 322.  I was a member for a while. 


There's tons of aviation resources and history over there.  I think KR's
are still a popular aircraft in SA, although it makes sense that KR plans
would be more easily found here.   The ANC is continuing their efforts to
turn the country into another black disaster or, to quote our eloquent
President, another "shithole country."  A lot of good people, some with
their planes, have left for other places and what a shame that is. 
They're leaving behind one of the most spacious, beautiful countries on
the planet.  South Africa, when I lived there, was far more modeled on
the U.S. way of life than it was modeled on (what one might think,
considering it was settled by various waves of Europeans) the congestion
and high prices of Europe.  The country is being slowly modeled these
days into something that more closely resembles Rhodesia, now that it's
called Zimbabwe.  

White farmers are being assasinated, similar to what Mugabe did in
Rhodesia, in order to "redistribute" the land more equitably - which
means rich farmland is going into the hands of ANC toadies.  I lived
there during the elections, when Mandela was made President, and when the
country's money, the Rand, was worth 8 Rands for a U.S. Dollar. 
Currently the Rand has dropped 50% against the dollar.  As long as
socialists (actually communists) run the country the Rand will continue
to fall.  It's a hard choice, leaving a paradise behind, but for people
with assets they've worked their lives for, the future looks rather
bleak.  Recent rumors indicate the government is thinking to get their
grimy hands on private pension/investment funds and while that might take
a few years, it's just a matter of time.  The Africans are simply taking
what is rightfully "theirs."  The same old story.   Leaving Syria or Iraq
for greener pastures is one thing.  Leaving RSA, a true paradise, is
another.  Kudos to Mr. Griffen for apparently deciding to try and hold
the line, at least long enough to finish building a KR..  
 
Mike Stirewalt
KSEE


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Re: KR> Big brother is watching

[Mike Sylvester via KRnet]

Great, It shows my last flight to Lebanon Tn. I flew last weekend and this last 
Friday just locally, never climbing above 2500FT. It did not pick up these 2 
flights, pretty sure that it's because of the small mountain range between ASN 
and Birmingham.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Flesner via KRnet 

Sent: Saturday, November 28, 2020 5:53 PM
To: krnet@list.krnet.org 
Cc: Flesner 
Subject: KR> Big brother is watching


Great day at the airport.  Sunny, cool, calm wind.  I made a 50 mile
flight for breakfast and then came back and tinkered on the Challenger.
Mid afternoon I went for another local flight and landed at a grass
strip.  I thought I'd better get some flight time before winter set in.
Engine running well after a mag timing adjustment.

Anyway, while stumbling about the internet I came across
"https://flightaware.com/live/airport/KMWA"; and selected my home
airport.   It had both my flights logged, I guess with ADS-B.  I was
tracked every 20 seconds (approx) with speed, direction, altitude, climb
or decent, and I forgot what else.  It had my complete flight track for
both flights.  Interesting but scary. BIG BROTHER IS WATCHING !!!

You can go to that site and click on my N number, 211LF.

Larry Flesner


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Re: KR> Motivation

[Mike Sylvester via KRnet]

Ron, the aileron is the only piece that I had an issue with. I forgot to cut 
off the 1/8" for the hinge. When I mounted it, The trailing edge was 1/8" to 
long.. Fortunately it was just on one side so I used the oscillating tool from 
Harbor Freight to cut out the spar and trim the edge. One layer of glass and 
good as new.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Ron Brown via KRnet 

Sent: Sunday, November 29, 2020 8:26 AM
To: krnet@list.krnet.org 
Cc: Ron Brown 
Subject: KR> Motivation

.
I seem stuck right now. I have been working on the flaps way too long! I
currently have the plane upside down to finish the bottom of the wings.

Ron Brown
KR2S
Swartz Creek, MI
810.262.0778
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KR> Lance's KR

[Mike Stirewalt via KRnet]

> "I seem to recall that the Lancair series aircraft were designed by an
early KR2 builder,:  

Yes Dan, Lance's KR built in 1982 is still in the database, based in
Texas.  The story goes that he felt he could use the same construction
techniques yet produce something with greater performance and, of course,
he certainly did.  I've seen him interviewed and he fully acknowledges
that it was his experience building the KR-2 that gave him the ideas
which he pursued with such success.  The KR-2 part in that drama is often
overlooked or ignored entirely, however Lance himself does not do so. 
I've not taken the time to find that interview but it shouldn't be
difficult to come across.

https://flightaware.com/resources/registration/N382L

Looks like the most recent owner of Lance's KR, Lee Anthony in San
Antonio, hasn't been keeping it registered.  Like many of us, he's
perhaps just getting too old to keep up with it.  If Lance has any sort
of collection of his designs, his KR-2 should be included . . . not as an
example of his design work in designing the KR (although I don't doubt he
did add some dynamic flourishes which improved its speed which was
reportedly to be about the fastest KR of the time), but rather as an
example of the part it played in all that came after.  Some Lancairs are
so beautiful they take your breath away.

Mike Stirewalt
KSEE


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KR> KR amnesia

[Mike Stirewalt via KRnet]

Larry said, 

> "I was disappointed to again find the KR  a forgotten fact of history"

*

I've done the same thing several times myself Larry.  Every time I come
across a "Tribute to Rutan" for being such a pioneer in wood/foam/glass
construction I respond with the actual dates and times of Ken's debut at
Oshkosh, fully three years before Rutan showed up with his glass wonders.
 I'm of course a great admirer of the Rutans and all they've done,
including Joanna Yeager as regards the unrefueled round-the-world trip
but as for pioneering the form of construction that became widespread
following Ken Rand's lead it's just damn unfair that Ken isn't getting
his due except among us, the cognesenti.  Had he not killed himself the
stories about Rutan would not be nearly as widespread nor accepted.  It's
another case of history being written by those who hang on their
coattails of the survivors.  

So many of these "aviation writers" weren't even born when Ken was
creating the new paradigm in aircraft construction, but if that was a
valid excuse then little history would be written.  It's more a case of
insufficient research rather than when they were born.   These clowns
drink some kool-aid and write an article full of misinformation, not
bothering to actually talk to anyone from that era nor reference the many
publications which featured Ken's work at the time.  He created a
sensation and somehow these hacks are able to completely miss or ignore
it as they write their Rutan boilerplate.

It's a good example of just how shaky is our genereral grasp on what we
think we know as "truth".  You'd think aviation-minded people would pay
more attention to accuracy . . . but there's hacks everywhere, especially
in the world of print.  As lead type or photographic plates have been
replaced by inexpensive electrons, journalism has followed a downward
path . . . certainly in this case.   

Thanks for doing what you can to keep the record straight.  I will
continue to do the same.  

Mike Stirewalt
KSEE  


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Re: KR> First Flight N729PK

[Mike Sylvester via KRnet]

Ray, how does it feel to be at the top of the list? We are waiting with great 
anticipation to see your baby fly. Anything we can do to help speed things 
along?

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Ray_pilot via KRnet 

Sent: Thursday, November 19, 2020 4:01 PM
To: KRnet 
Cc: Ray_pilot 
Subject: Re: KR> First Flight N729PK

Super congrats.  I may now hold the record as the only guy procrastinating
more than you.

Ray_pilot
New Orleans


On Wed, Nov 18, 2020 at 3:40 PM Pete Klapp via KRnet 
wrote:

> Netters
>
> YEE HAH!  Yet another KR-2S has joined the flying fleet!!! Flew for
> about one hour twenty minutes. Yes KR's are pitch sensitive but we were
> able to adjust. Returned to Mother Earth no worse for wear and tear. Will
> repeat as weather permits.
>
> Pete Klapp, N729PK,
> Canton, OH  (330)-388-2074
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Re: KR> First Flight N729PK

[Mike Sylvester via KRnet]

Congrats, we've all been waiting on this one. So proud of you for sticking with 
it. We're gonna be needing some pictures ASAP.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Pete Klapp via KRnet 

Sent: Wednesday, November 18, 2020 3:39 PM
To: KRnet 
Cc: Pete Klapp 
Subject: KR> First Flight N729PK

Netters

YEE HAH!  Yet another KR-2S has joined the flying fleet!!! Flew for about 
one hour twenty minutes. Yes KR's are pitch sensitive but we were able to 
adjust. Returned to Mother Earth no worse for wear and tear. Will repeat as 
weather permits.

Pete Klapp, N729PK,
Canton, OH  (330)-388-2074
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KR> GP 2180 for sale

[Mike Stirewalt via KRnet]

> "2180cc Great Plains VW engine for sale near Atlanta, GA
$1200 takes the whole firewall forward, engine and KR2 engine mount.  See
  http://www.krnet.org/krs/whood-2180/ for details, photos, and contact."

What a great sounding deal for a good KR engine.  .  

Mike
KSEE
 


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KR> Chris Pryce's KR

[Mike Stirewalt via KRnet]

> "I am pleased to announce that 722KC passed inspection today after 8
1/2 years of construction."

Congratulations Chris.  You're an amazing pilot/person.  

Mike
KSEE


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Re: KR> Riv-nuts / poly-nuts update

[Mike T via KRnet]

I don't necessarily know what I'm talking about in the aviation area, but I
do home-shop machining as a hobby and have faced things like this before.
When I have a hole that has buggered or pulled-out threads, I drill it out
to a larger size, tap it and install a bolt or a piece of threaded rod
using JB Weld on the threads.  Then after the JB Weld sets, I cut it off
flush (and file, etc., if necessary), then drill and tap the hole again.
This gives you a virgin surface, and since it's steel rather than alloy,
those threads won't pull out.

Mike Taglieri

On Wed, Oct 28, 2020 at 4:58 PM Flesner via KRnet 
wrote:

>
>
> Update on fuel leak fix.  I did a test today on the Poly-Nuts and they
> are not up to the task.  Placed a scrap piece of aluminum in the vise
> and drilled three holes.  Installed Poly-Nuts with puller, then snugged
> them down a bit more with wrench.  They might tighten up enough to seal
> but I installed a bolt from the back side and bottomed out the threads
> to duplicate removing a bolt some day if the threads seize up.  I set
> the torque wrench to 72 inch pounds, thinking that is a pretty low
> setting (6 foot pounds) and the Poly-nuts spun easily just as several
> predicted.
>
> So, that fix is out.  I want to proceed through my other possible fixes
> in a manner as to not eliminate the easiest and cheapest fixes as I move
> to more aggressive solutions without taking a saws-all to my fuel tank
> .  These are the order I see possible.
>
> 1.  Go to metric and tap.  It seems I'd have to go to a 5.5mm to get the
> thread depth I'd need without enlarging the hole too much.  5.5MM bolts
> special order?  Local hardware store does not carry decimal sizes.
>
> 2. Question. would the Helicoil be as effective as the Keenserts in this
> application?  What thread size is the outside of the 3/16 insert and
> would there be enough threads in the hole to hold? Can I drill the
> threads out of present holes and have enough material to thread a 3/16"
> Helicoil?  I can get Helicoil kit with 12 inserts, tool, and tap at the
> local auto store.  Keenserts availability?  I'd like to get flying again
> this weekend.
>
>
> https://www.oreillyauto.com/detail/b/heli-coil-3878/tools---equipment-16488/hand-tools-16814/cutting---drilling-tools-16542/thread-repair-16906/heli-coil-inserts-19596/ecce6617012f/heli-coil-10-32-inch-sae-thread-repair-kit/55283/4368725
>
> 3.  Go to 1/4" bolts and Helicoil
>
> I've spent the price of 6 gallon of 100LL without results. I see the
> next fix try being the same.  That's two hours of flying in the KR,  300
> miles.  I hope this fix doesn't go like taxes, just keep going up with
> nothing to show for it.
>
> No speculation please unless you know what you're talking about.And
> I thought this was not going to be brain surgery.
>
> Larry Flesner
>
>
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KR> Marc's KR-1 in L.A.

[Mike Stirewalt via KRnet]

Marc Baca said, 

Mike, 

"I sold Sam Bailey's KR-1 (N31SB) after installing a new canopy.  
If anyone is interested, I"ll try to contact the owner for you.
Marc Baca East Los Angeles (323) 426-1462

**

Good to hear from you Marc.  You've pinpointed the location of Sam
Baily's third KR-1.  

Sam donated the one he used to do aerobatic displays with here:  
https://tinyurl.com/y57bvvor

The second on is, by now, back in the hands of Ken Cottle who, when he
bought it from Sam back around 2008, repaired some extensive hangar rash,
installed vortex generators on the wings, overhauled the engine and put a
new carb plus many other improvements. 

Now we know where they're all at while meanwhile, Sam himself was last
seen flying a spam can.  

Mike
KSEE   


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KR> Cost of building

[Mike Stirewalt via KRnet]

Larry said, 
"I've been ordering (and installing) parts on the KR and the Challenger 
recently and I'm reminded that to estimate the cost of building an 
airplane you take you best guess, double it, then add a 20% cushion."
 
Mark Wegmet then said, 
"And you'll be 50% short! :)"
All of which is why it makes so much more sense to buy one that's already
built!
Airplanes seem to be one of the rare items that cost less once assembled
than the cost of the materials and components in their unassembled form.
Ironic isn't it that the labor that goes into their construction actually
makes the final product worth less than than the plane cost before it's
been put together, inspected, given a certificate, registered, test flown
and placed in a hangar. How odd! 
Mike Stirewalt
KSEE 
 
 
 
 
 
 
 



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KR> Fuel mixture

[Mike Sylvester via KRnet]

My two cents worth.. My O-200 with the M/S carb does exactly what Jeff and 
Larry have been discussing. After a lot of thought and several conversations 
with Jeff I decided to adjust the pilot instead of spending more money and time 
chasing a non problem. Once I get to a comfortable altitude I just pull the 
RPM's down around 2500 and she's purring like kitten. The noise level also 
drops to a more comfortable level and she still has enough power to continue 
the climb to 12,000. I guess what I'm saying is "Perfect is the enemy 
of good". Get her done and go flying.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854
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KR> Oops

[Mike Stirewalt via KRnet]

The post I just sent had "although as a plane with conventional gear
there's really nothing tricky . . .".

I meant to say "as a plane with a nose gear . . ."  All three of Sam's
planes were tri-gear airplanes.  

Mike
KSEE 


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KR> Propellers

[Mike Stirewalt via KRnet]

Jeff said, 

> "If the current owner ever sends that prop back to Prince for repair,
he might want to have Prince add a bit of pitch into the prop."

I had the 52 x 52 Sterba that came with my plane sitting in the hangar
unused once I'd bought a Prince, then later on another Sterba (52 x 56). 
The 52 x 52 had a lot of miles and years on it.  The urethane leading
edges were slightly worn and overall I thought it could do with a refurb
job.  When I sent it to Ed I asked him to put some pitch in it if
possible.  When I got it back (a job he did for free, BTW), I found no
difference in performance with it even though he said he had tried to add
pitch.  Apparently it's easier to take pitch out than to put it in.  It
may not be all that easy to take pitch out however, hence the prop maker
cutting two inches off of the prop Jeff had sent in for re-pitching.  I
wonder Jeff, did that prop maker ask you about cutting the length before
he did it?  If not, which prop maker did that?  Without checking with
you, cutting a prop like that would be really annoying.

My Prince went to Edmonton, Alberta to go on a KR originally built in
Nova Scotia.  We may see it at a Gathering someday.

Mainly I wanted to say that putting pitch into an already existing prop
is pretty problematic/difficult.  Sterba said he tried to do it with the
52 x 52 but there was no difference in performance.  That prop ended up
going back to the person who had originally bought it from Ed in 1987,
Ken Cottle, the builder of my N335KC.  Originally it was a 54 x 52 but
Ken cut an inch off each tip to get more RPM's so he could beat Jim
Faughn.  They built their planes around the same time and did a lot of
flying together.  After I sent this prop back to Ken, he used it on the
Sam Bailey KR he had bought from Sam.  Ken sold that plane and prop not
long ago to a fellow in Minnesota.  It left on a trailer and the new
owner never flew it.  The usual reasons I suppose, although as a plane
with conventional gear there's really nothing tricky in flying these
things.  Anyway, he traded it to a fellow in Michigan in return for an
ultralight or Light Sport . . . don't recall what Ken said just now.  The
fellow in Michigan is now selling it back to Ken for less money than what
Ken sold it to the Minnesota guy for, so he's made a profit on it.  The
ultralight Ken is currently flying isn't very much fun compared to his KR
so Ken is getting it back.  What Ken has got is a "Chimp" - a knock-off
of a Champ with a Rotax 582 (I think).  It looks kinda cute but, of
course, isn't an airplane.

I wonder what the status is of the Sam Bailey KR that went to Marc Baca? 
We don't hear much from Marc lately, that I've noticed.  Marc got that KR
from Ryan here at Chapter 14 some years back.  Ryan had driven to Kansas
to pick it up from Sam.  A third Sam Baily KR-1 is in a museum somewhere
around Pratt, KS where Sam lives.  Sam went to a Grumman I think, or
maybe a Cherokee.  I saw him take off for Denver when I stopped in Pratt
for fuel the last time I went to Mt. Vernon.  One would think he would
have stopped to look at my KR and say hi but apparently he was in a
hurry.  He had his wife with him and they had an appointment in Denver
(the FBO guy said) . . . so I didn't get to meet him.  

Mike
KSEE



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KR> Propellers

[Mike Stirewalt via KRnet]

Jeff said, 

> "Of course this depends on the induction system and carb as well."

I keep forgetting not everyone has an Ellison :-).

Mike
KSEE


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KR> Propellers

[Mike Stirewalt via KRnet]

higher with this engine, but it
will run cooler. It is easy to imagine how much more sense it makes to
use a coarsely pitched prop, one using torque instead of RPM to move air
rearward. This engine runs cooler, lasts longer, uses less fuel for the
same amount of work and is utilzing an all-around better method of
extracting power. 
I've read that prop efficiency, for a given power source, can be better
gained by going to a greater diameter prop than by increasing pitch or
adding blades. If I were to go to a more efficient prop than my 52 x 56,
I would choose a 54 x 56 rather than going to a 52 x 58. I'm estimating a
54 x 56 would give me a WOT RPM of 3000+, which would be nice. Steve
thought the ideal RPM for the VW engine in aircraft application is 2900.
I suppose if I went to a 56 x 56 I would get full WOT power turning only
2900+ once leveled at cruise up where I normally fly. Theoretically, if
the throttle is fully open and the engine isn't being bogged down by
having too much prop - that is, if it isn't "lugging", I should be
getting the same thrust and thus the same speed as I do with my current
Sterba, but using less fuel. Currently my average cross-country speed at
altitude is, averaging numerous trips in my log, is 149 MPH when at my
typical cruising altitudes of 11K to 14K. At 13.5 I'm using 2.5 - 3 GPH
and pulling 45 to 50% power. If I could get the same speed while turning
2900+ instead of 3100+, I would gain another hour (or more) of cruise and
a minimum of 150 additional miles of range. Unless I decide to throw some
money at this theoretical efficiency boost, I'm not likely to try it . .
. but it would be an interesting experiment. More than just an experiment
though, doing this might give me the margin I need to make it from
Bellingham to Ketchikan non-stop, thus avoiding a stop in Canada. A trip
to Merrill Field in Anchorage has been on my bucket list for years and
with my current range that segment from Bellingham to Ketchikan is doable
only under ideal conditions and in that stretch of territory conditions
are very seldom ideal or predictable. I could really use another 150
miles of range for that trip. 
The point I'm taking from Sam's prop reports is one I've been making all
along. The rabbit might be sporty, but it's the turtle that gets there.
Mike
KSEE
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KR> Challengers, etc.

[Mike Stirewalt via KRnet]

"A bold free spirit charging fierce
Across the fallow land ..."

That couplet instantly brought to mind a Challenger.  

How disappointing it must be to hear this bold free spirit coming in the
distance only to discover it was a Mexicn with a leaf blower the next
block over.



Gill Robb Wilson was editor of Flying during my adolescence and into
young adulthood.  I remember him well.

Mike
KSEE


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KR> Challengers, etc.

[Mike Stirewalt via KRnet]

> "I'm not going backwards I downsizing and moving in to another phase of

my 50+ year aviation adventure."

I suppose if medical issues are involved going to a category of aircraft
that doesn't require medicals can be a solution but other than that, I
don't see any correlation between age and ultralights.  With their low
wing loading and erratic two-stroke motors ultralights are a lot more
risky than your tried and true KR.  I've known or heard about any number
of experienced pilots who have bit the dust (literally) with these pseudo
aircraft.  I think it's mainly the lack of control authority that comes
with such draggy, low wing loading airframes.  I suppose part of the
skill involved in flying them involves having the self-discipline to not
fly them in any but the most ideal conditions.  I had an invisible dust
devel pick me up and set me down in the grass alongside the runway at Big
Bear when starting a take-off roll in the KR.  If I'd been in an
ultralight it would surely have wrapped me up in a tangle of sailcloth
and aluminum.  In the lethal accidents I'm aware of with these things, it
usually has to do with "air anomalies".   

You know, there seems to be something we can call the "KR generation". 
We seem to be ageing out.  

Mike
KSEE


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KR> Covid poem

[Mike Stirewalt via KRnet]

Nice Larry.  If we had anybody on the list under 50 they'd make a rap
song out of that.   East County San Diego doesn't seem to be getting
fanatical about what you've elequently expressed, but what you've written
rings true.  I don't like it either.  Well done.


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KR> Jeff's KR

[Mike Stirewalt via KRnet]

Jeff said, 

"My former KR is now home in Vancouver."

Congratulations on managing this major transition of yours so smoothly
and successfully - this in addition to the other projects you've been
successfully handling in recent months.  You're an amazing person . . .
Los Alamos lost quite a treasure.  



My earlier posts re Dr. Hsu's queries was written before I'd read all the
returns he'd received from others.  I should have read them all before
responding . . . 

I get postings in digest mode - usually once a day although recently it's
been about three days since I've gotten anything from the list.   Digest
mode is much more convenient than getting an inbox full of individual
emails but the downside is I'm usually the last person to find out about
anything and, in this case, responded to something that had already been
addressed.  Oh well.  I'd still suggest anyone contemplating a Jabiru
consult with Colin.  He's taken that engine further afield than anyone on
the planet. 

Mike
KSEE


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KR> Engine query

[Mike Stirewalt via KRnet]

Dr. Hsu said, 

> "I was wondering if anyone knows the weight of a Revmaster2100D engine?
I am
thinking of replacing it with a Jabiru 3100 engine . . ." 

Info on the particular 2100D you're referring to can be found, for that
specific engine, at Revmaster.  They keep meticulous records of each
engine to the best of their ability.  Reference their website or call Joe
Horvath.  

***

Re the Jabiru . . . Colin Hale is the Jabiru fundi on KRNET.  I've no
personal experience with them but feedback from those who have chosen
Jabiru have been negative.   For me, my opinion on them is conclusive. 
For you or anyone else interested, you need to look into it.  Send Colin
an email.  Search the archives for his address.  

Mike
KSEE


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Re: KR> Pandemic KR Flyin #6 - KARG in Walnut Ridge, AR

[Mike Sylvester via KRnet]

Ray, I agree with Jeff. Get out to the garage and Get er done. Geographically 
you're as close as the rest of us for meeting at a central location. Let's try 
to add a few more planes to these day trips.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Jeff Scott via KRnet 

Sent: Tuesday, September 8, 2020 1:47 PM
To: krnet@list.krnet.org 
Cc: Jeff Scott 
Subject: Re: KR> Pandemic KR Flyin #6 - KARG in Walnut Ridge, AR

There's only one cure.  Get your plane finished!  You're in New Orleans area. 
You've got another KR nearly ready to fly over around Mobile Bay.  There are 
others in the area as well.  Get with it!


> Sent: Tuesday, September 08, 2020 at 1:25 PM
> From: "Ray_pilot via KRnet" 
> To: "KRnet" 
> Cc: "Ray_pilot" 
> Subject: Re: KR> Pandemic KR Flyin #6 - KARG in Walnut Ridge, AR
>
> you guys are killing me with jealousy.
> Panel view was perfect.
>
> Ray_pilot
> New Orleans
>


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KR> Dr. Hsu

[Mike Stirewalt via KRnet]

rry I had.  This was back in the
early 80's when I got my first KR - when each landing was a dreaded
exercise in barely escaping disaster.  After reading Langewiesche and his
advice that I stop trying to make three-pointers every landing for fear
of hitting the prop, landing the KR actually started to become fun
instead of a near-death experience.  I learned to use forward stick to
glue the wheels to the runway after touchdown.  He said the airflow over
the horizontal stabilizer would make it impossible to hit my prop through
use of forward stick.  I believed him and started landing in just this
manner and it turned out to be true.  Although the majority of my
landings since those days are "tail low wheel landings" such as Jim
Faughn describes so eloquently in the KR archives (although I sometimes
even do three-pointers!),  I've never hit my prop even when, in extremely
strong crosswinds, I've used really aggressive forward stick to keep the
tires glued to the runway to keep gusts from having their way with my
light little aircraft.  Langewiesche's chapter on Landings was of
invaluable benefit.  I read it and re-read it and (if I ruled the world)
I would make every student pilot read (the whole book) before they ever
get in a cockpit. 

TWO EASY TIPS FOR SUCCESS:

For your first flights I'd suggest using the longest runway you can find
that doesn't have a tower.  The extra length will reduce the stress of
worrying about getting it down and stopped before running off the end. 
Take that concern out of the learning process and it's one less thing to
concern yourself with.  It's this very issue that's responsible for so
many pilots bending or breaking their nose gear on first flights - trying
to force the plane onto the runway so they can get it stopped before
running out of room.  Another thing that can be done to make things
easier is to use a non-towered airport.  The last thing a person needs
when getting to know a brand new plane is having to pay attention to
somebody interrupting your focus and thoughts with some "control tower
instruction".  These two things, a nice long runway and nobody yakking at
you from a control tower, are two easy ways to make first flights a whole
lot less stressful.
 
Mike
KSEE
 


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KR> PNW Mini FlyIn #2

[Mike Stirewalt via KRnet]

Sam said, 

> "Moral of the story...  Fly a tri-gear."  

I don't know if flying a tri-gear is the moral of the story, however it
surely does make ground handling more comfortable since you can see
things better and are sitting in a level, more natural, attitude.  I was
amazed the first time I flew a KR tri-gear (Jim Morehead's plane) how
effortless it was to handle on the ground and to land.  

I think once a person is comfortable with conventional gear, all landings
- whether tri-gear or not - are made exactly the same.  Stick full back,
as close to the stall as possible.  Full attention to the rudder. 
Tailwheel or tri-gear, exactly the same procedure.  Having a nose gear
should make landings uneventful and a pleasure . . . instead of the
white-knuckle experience it is for most people who are doing their first
landings in a tailwheel KR.  

Still though, tri-gear landings go bad.  Guys hit their nose gears on
touchdown and bend or break them . . . a consequence of coming in much
too fast and trying to force the plane onto the runway.  Tailwheel
training should help/prevent that from ever happening.  If I were ruler
of the world I would make it mandatory that pilots do their first few
hours in a conventional gear aircraft.  They would from then on
instinctively land whatever plane they might be flying as if it had a
tailwheel.   I think I would also mandate (as ruler of the world) that
all student pilots get at least a couple hours in a glider.  

Re Jim's plane, as effortless as it was to land, he and his instructor
still wound up off the runway upside down - at the very same airport
where I had done the first flights with his plane.  Jim had utterly no
feel for flying.  Some people don't.  Some people shouldn't.

Jim some of us may not know, has passed away.  Not as a result of
flipping his KR but rather a result of allowing a surgeon to do a knee
replacement while Jim had a slight infection on his arm.  The surgeon
didn't want to change his schedule and dismissed the arm infection as
inconsequential.   Minor infection  or not, once the surgical procedure
was done the infection headed straight for the knee incisions and turned
into MRSA which prevented the procedure from ever healing.  Jim and his
wife Rae went through several years of what was one horror after another
as the doctors tried to get rid of the infection and get the new knee to
heal.  They even re-did the replacement with another knee, with no
success.   They removed the knee replacements completely in a last-ditch
effort to give Jim at least some freedom of movement  . . .tried to get
the upper leg bone to bond with the lower leg bone.  That would have left
Jim  walking like Chester on Gunsmoke, but even that wouldn't heal.  I'm
mentioning this to remind any and all of us to never do any surgical
procedure if there is the slightest infection anywhere in/on the body. 
Jim was one of the healthiest-looking guys you can imagine.  He was
slender and without any bad habits - no hypertension, no diabetes, no
nothing . . . just a calm, healthy guy who let a doctor do something that
should have been postponed.  Rae was equally healthy and was an
energetic, optimistic woman who only allowed healthy food in the house. 
(I stayed with them for three days).  Taking care of Jim once the trouble
started had worn her down to a shadow of who she once was.

Jim and Rae drove from Cameron Park to McMinnville for our fly-in and
they barely resembled the healthy people I had met several years earlier
when we did the first flights on his beautifully-built KR.   Sorry to
bring this bit of misfortune into this conversation but perhaps
mentioning what happened to Jim, and how it happened, may save someone on
the list from making a similar mistake . . . a reminder of how easy it
can be to turn our world utterly upside down and over.  In this case the
mistake was being too nice.  They didn't want to inconvenience the
surgeon.  This is also a reminder that hospitals and clinics and all
places which cater to people with medical problems are ground zero for
virus' and antibiotic-resistant bacteria.  

Mike
KSEE


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KR> PNW Mini FlyIn #2

[Mike Stirewalt via KRnet]

 
"If you are getting your PPL, I'd strongly advise getting time in a J3
cub
or aeronca champ or citabria."

"The KR is shortly coupled flight characteristics  in conjunction with
the
fact the rudder authority is limited."

I may be misunderstanding things here and probably am since the
statements above are about as far from accurate as can be.  The KR is
short coupled it's true, especially the original design, but I've never
ever ran out of rudder in even the strongest of crosswinds.  

As for the others, I've never flown a J3 I'm ashamed to say and my
Citabria time was brief and long ago but despite the years I think I can
safely say the feel and handling of a Citabria is really nothing like a
KR.  Re the Champ . . . now that really is dangerously off the mark.  I
made the mistake of doing my biennial time before last in a Champ
thinking it might be fun.  Instead, as Riley used to say, "What a
revoltin' experience that turned out to be!"  It was awful.  The controls
are so unresponsive (compared to the 2 KR's I've owned) that trying to
perform simple maneuvers with any grace was a painful experience.  All
three of those designs are getting close to a hundred years old and feel
nothing like a plane with the responsiveness of a KR.  Old planes have
their charm for some people but using one in order to develop a feel for
a KR is, saying it as nicely as I can, inappropriate.

Any of the Grummans would be far better choices, the best of those would
be the TR-2 but any of the 2 place models (they had different names and
varied slightly) would be closest.  The original Yankee would be best of
all since it was more touchy than the others that followed.  I think any
of the two-place RV's would also be good - Jeff can comment on that since
I'm just presuming . . . just going on what I've heard over the years.  
RV owners love to extol the virtue of their control quickness.  

I can't think how flying any of those old war horses named above would
help anyone develop an expectation or feel for a KR.  Using a car
analogy, it would be like using a 1948 Buick Roadmaster to help get a
feel for a Formula 1 car.   Sorry if I've misunderstood something. 

Mike
KSEE
  


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KR> N1213W

[Mike Stirewalt via KRnet]

Happy for you Jeff that you found a qualified buyer for your creation . .
. truly the best built, best maintained and best upgraded KR ever put on
the market.  Going back in memory I can't think of any KR's ever made
available for sale that come close to your machine in all these aspects. 


Now we can look forward to seeing one of the best RV-6's in the skies
once you've had it for a couple years and have done your magic with it. 
I happen to know from your email some time ago that the primary reason
you've made this change is due to the extra room available in the cockpit
- thus allowing you and wife to travel in comfort.  The KR has never been
a truly two-place aircraft, although many come close.  

So glad this transfer of ownership has worked out for you.   The new
owner is fortunate.

Mike
KSEE


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KR> Roller bearings

[Mike Stirewalt via KRnet]

This isn't relevant to anything but I'll test the group's patience anyway
. . .

Over the last 25 years I've had two Suzuki GS-850G motorcycles.  The
first one, a '79, eventually blew a head gasket at 75+ thousand miles and
I've kept it for a parts bike.  The second one, an '82, is my daily
driver.  Born in the heyday of the 750's (Honda's, Kawasaki's, Suzuki's,
etc.), that is in the mid-70's and on into the 80's, these four-in-line
engines took the motorcycle world by storm and of them all, Suzuki's
design has proven to be the most  resiliant . . . the most "bulletproof"
- a conclusion arrived at by those bike journalist/historians who
periodically write articles on this subject.  One reason (I've repeatedly
read) for the Suzuki's durability is due to their use of rollar bearings
on the crankshaft.  I don't know enough about what the other companies
used back when these Suzuki engines were new, but I'm assuming they used
plain bearings.  Could be wrong.  What I can say for sure is these
Suzuki's of that era have proven (in my limited experience) to be the
most reliable machines ever built.  A conscientious owner would of course
pay attention to oil and filter changes, valve adjustments, transmission
and final drive fluid replacement, etc. but the amazing thing about these
Suzuki's of that era (and perhaps since, I've no idea) seem to soldier on
whether any attention is given to maintenance or not.  They seem to be,
if not the most foolproof mechanical devices ever invented, certainly up
near the top of the list.  Using roller bearings to sustain the
crankshaft in these bikes seems to have been perhaps the most critical
design factor in their longevity.   Bike fundis much more experienced
than I have made this observation over the years so, based on my many
years of hands-on experience with these utterly reliable bikes, I can't
but agree.  The fact that knowledgable people found it relevant to make
this distinction re the Suzuki crankshafts, makes me think the other bike
makers _didn't_ use roller bearings.  

If Harleys use roller bearings on their cranks, I finally have something
good to say about Harleys!

Mike
KSEE
  


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KR> Wing gap covers

[Mike Stirewalt via KRnet]

Bob Goodnight asked, 

> "What is used to cover the gap in the wings when bolted on?"

Ken Cottle came up with a solution which has survived well for thirty
years plus.  I don't know just where he got them, but he installed
brackets underneath both wings which can be tightened or loosened and
have a slot which holds one end of a long, skinny fiberglass 3-inch wide
strip that covers the gap top and bottom.  The strip is anchored with a
metal curve which fits the trailing edge and anchored on the other end by
the aforementioned bracket.  If you'll look at the pictures at this link 

https://tinyurl.com/y6g6a9yw

you can get some idea of what I'm describing.  I ought to do some better
photos of these strips and the adjustable mechanism that allows them to
be secured in place.  I once asked Ken where he got those adjustable
mechanisms you see in the picture and seems to me he didn't remember, but
I can ask again.  I'll also take some more explicit photos next time I'm
at the hangar.  

Mike
KSEE


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KR> Flying Fool #1

[Mike Stirewalt via KRnet]

Yes it's true Juno is a PITA but it's not a threat to security.  Norton
and McCafee are liable to say anything to make you think there's a threat
involved but it's just an ad Juno tacks on to the bottom of their every
email which is an annoyance.  And I actually pay $30/yr to keep that
address going since I've had it about 25 years.  I need to get rid of it
and use my normal address "propbala...@att.net) but KRNET started out
with Laser147 so I've just not changed it out of laziness primarily. 
It's not a threat though.  Just an ad.  

Norton once was king of the hill with virus protection but these days,
after changing ownership several times, it's no better than McAfee, maybe
even worse.  I don't use any of them, just keep all operating system
updates up to date, as well as programs.  Also use Microsoft's built-in
virus software.  Never have problems and always use common sense.  No
clicking on unknown links and no responses to unknown and flaky-looking
emails.  Common sense is the best protection.  The "virus protection
outfits" are just fear mongering and trying to make a buck.  They're
obsolete, all of them.  

You're right about Juno though.  It's obsolete as hell.  Not a source of
threats, just an out-of-date email client that runs on Internet Explorer
which, of course, nobody in their right mind uses anymore.It still
works and I keep it for a couple reasons, but it's past time to get rid
of it.

Buy Jeff's plane.  You're a rich Texan.  

Mike
KSEE


  


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Re: KR> Source for Nose Gear

[Mike Sylvester via KRnet]

Allie Palmer, well played my friend, well played.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Allie Palmer via KRnet 

Sent: Sunday, August 2, 2020 1:13 PM
To: KRnet 
Cc: Allie Palmer 
Subject: Re: KR> Source for Nose Gear

I do believe that this would solve your nose gear problem quite nicely :)

https://www.aircraftspruce.com/catalog/lgpages/matcoT6.php?clickkey=108330

Allie Palmer

>
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KR> Goodnight's project

[Mike Stirewalt via KRnet]

Bob Goodnight said, 

"I recently purchased a one flying KR2 project . . ."

Sounds like its time to buy Jeff's plane.  There's not likely to ever be
a nicer and more airworthy KR on the market.  This is a rare opportunity.

*

Any chance you are related to the famous Goodnights of Texas?  

Mike
KSEE


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Accuser: Bill Clinton Was With 2 'Young Girls'
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KR> Jeff's KR

[Mike Stirewalt via KRnet]

Jeff said, 

"For building, I'm slogging along on the rebuild of the wrecked RV-6 I
bought this spring."

Traitor :-)

Mike
KSEE


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Accuser: Bill Clinton Was With 2 'Young Girls'
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KR> Panel Preferences

[Mike Stirewalt via KRnet]

Dan said, 
" . . .they are in some ways more simple and if one instrument goes out,
you don't have to replace the whole thing."
That's a good point Dan and often overlooked as we stare in awe at the
fancy displays. I get along with both steam and glass but for challenging
flight conditions I much prefer what is familiar and predictable. 
Nothing is prettier to me than a six-pac with an HSI and some other round
goodies to complement things.  Since much of my flying has been outside
of the U.S. I have a special affection for the ADF.  The first time I did
an IFR checkride the check pilot had me do an NDB into Santa Monica and I
nailed it perfectly, in coastal cloud, and I'll never forget what a good
feeling that was.  
ADF's are good for spotting bad patches if one happens to stumble into
some embedded thunderstorms.  A poor man's StrikeFinder.  And of course,
listening to Arlo Guthrie singing 
Coming into Los Angeles
Bringing in a couple of keys
But don't touch my bags if you please
Mister Customs Man

on the ADF as I was doing exactly what he was singing about.  I wasn't in
a jetliner and not coming from London, nor of course did I intend to go
anywhere near a "Customs Man", but things like this give that ancient
instrument a special place in my heart.  Surely they make lighter, solid
state models that barely resemble the old ones, but anyway . . . who
needs them?.  Well . . . we might.  A massive coronal ejection could at
any time take out our GPS capability . . . along with everything else
electronic (such as our glass panels) that's not extremely well
protected.  We sure live in a goldilocks world these days.  I wonder how
long it's going to last.  I appreciate very much . . . I think we all do
. . . being born just after WWII.  We've been the beneficiaries of so
much . . . .
Mike, KSEE

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KR> Gathering/Oshkosh.

[Mike Sylvester via KRnet]

Larry, Count me in. I think I can even talk the wife into coming with me.

[https://ipmcdn.avast.com/images/icons/icon-envelope-tick-round-orange-animated-no-repeat-v1.gif]
Virus-free. 
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Re: KR> Kitplanes correction.\

[Mike Sylvester via KRnet]

Bill, Mark and I are always looking for a reason to fly somewhere, maybe we 
could drop in on you one Saturday in Starkville.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Bill Page via KRnet 

Sent: Thursday, July 9, 2020 8:22 PM
To: Craig Williams ; KRnet 
Cc: Bill Page 
Subject: Re: KR> Kitplanes correction.\

I will plan on flying 880AB, however, I will be 81 years old, so wait and
see.

On Thu, Jul 9, 2020 at 6:42 AM Craig Williams via KRnet <
krnet@list.krnet.org> wrote:

> I should be there with the new and improved Deer Slayer.
>
> Craig
>
>
> > The 50th anniversary of the KR design happens in 2022, just 2 years from
> > now.  The EAA celebrates anniversary's of aircraft designs at
> > Airventure.  I suspect it will be members of this group that will be
> > responsible  for telling the story of the KR design and i
>
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KR> 1985 Falco, 720 hrs.

[Mike Stirewalt via KRnet]

A piece of aviation art, in annual with 30 hrs on a IO-320, just sold for
30K.  

https://tinyurl.com/y7r2vlkk

The time and expertise that goes into one of these is taken on only by
the best.  I saw a red one on the ramp at Gallup very early one morning
as I was leaving . . . one of the all-time most beautiful aircraft.  Same
designer who did the SF-260.  Stello Frati.   I'd sell that CS prop and
put a really coarse Catto or even a Prince without the P-tips (he does
build straight props) . . . something that would grace this aircraft. 
That CS boat anchor needs to be on a Turbo Arrow or something equally
ordinary.

That someone's pride and joy, in annual, can be had for such a pittance
says a couple things - one, the owner must be staring at the yawning
grave (or already dead) or two, used airplanes have joined boats and RV's
in a race to the bottom.  Or maybe it says three things . . . that's one
lucky buyer. 

Mike
KSEE


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Re: KR> Kitplanes correction.\

[Mike Sylvester via KRnet]

Count me in. I would love to be here.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Mark Langford via KRnet 

Sent: Wednesday, July 8, 2020 11:10 AM
To: Flesner via KRnet 
Cc: Mark Langford 
Subject: Re: KR> Kitplanes correction.\

Larry Flesner wrote:

 > Airventure.  I suspect it will be members of this group that will be
 > responsible  for telling the story of the KR design and insuring that
 > there will be aircraft there to show.

Obviously I'll be there with Jim Faughn's KR.  No retracts, and some
nice touches like the "opera windows", but it's defintely per the plans
in most respects, and still pretty decent looking with his 1990 paint
job on it.  YepI can probably make it in there again.

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

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KR> Tires

[Mike Stirewalt via KRnet]

> "I highly recommend Desser retreads if they have them in your size."

I got my first set of tires from Desser in L.A.  They were new Ching
Shins.  Great tires, great price and were mailed expeditiously and for
free.  Great experience with Desser.  

When I went to order more (we're talking quite a few years ago now), they
no longer had the Cheng Shins so I ended up sourcing them somewhere else.
 I'll certainly keep Desser in mind for my next set.

Regarding retreads, the company I worked for out of Swaziland used Bandag
retreads on the C-310's and C-402's.  I've run over many a Mopane thorn,
termite mound, hidden rock, and even a native once in a while while
flying throughout Southern Africa.  Never had a problem with those
Bandag's.  They even did retreads on DC-3 tires.   Retreads can be
excellent.  

Mike
KSEE


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KR> Ellison EFS-2

[Mike Stirewalt via KRnet]

> " Love to here any guesses or from anyone with experience."

Mark has had an Ellison diaphram sitting in a glass jar of ethanol for
the last ten years or more with no damage last I heard.  

Except for adjusting the idle up a tiny bit, I haven't had to touch my
Ellison in the 14 years I've had it.  My fuel line goes through an
electric pump, an automotive-size fuel filter, a fuel flow turbine, and
finally the pressure regulator.  I avoid auto fuel although I've mixed
Chevron Premium in with the avgas on rare occasions.  Utterly
problem-free carb, in my experience.  It's top mounted.  I learned to my
surprise that the engine will continue to run off of the header tank
without the fuel pump on.  Siphon fed I guess you'd call it.  I turned
the pump off in cruise one day just to see what would happen and nothing
did.  I wouldn't want to do that in any other configuration other than
cruise and descent though.  There's a back-up pump in case of primary
pump failure.  They are both the round kind of aluminum colored pumps
that look almust just like a fuel filter.  

**

BTW, I've mentioned to Mark there's a fellow here at Gillespie, Doc
McCallister who has an EFS-2 boxed up and ready to ship.  I haven't seen
it.  He bought it from Sparky a number of years ago and decided he wasn't
going to use it for the purpose he bought it for so it's for sale for
$500.  Doc McCallister, (619) 244-4015.

Mike
KSEE

 


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KR> Phone-based EFB/Tires

[Mike Stirewalt via KRnet]

Thanks Mark & Larry for the feedback.  I'll give kneeboards another look
as I do my re-evaluation of cockpit configuration with whatever new
navigator I buy.  A kneeboard would sure solve the tablet-size situation.
 One needs a big screen for plates in any case and I carry in a side
pocket a thin Windows 8-inch tablet for Pocket Plates, AF/D material,
etc.  

That Nexus is a fine tablet I know but that wide bezel takes up even more
room in addition to the screen, whereas with a bezel-less phone screen I
can probably go to a six inch screen since my ATC also has a bezel . . .
they are narrow, but still, they add to the overall dimensions.  These
phones I've been perusing have very narrow bezels, or none at all.  A
"OnePlus 6t" has been suggested by someone using one.  I think I'l like
something less narrow, but Avare may run just fine on it.  I'm still
looking. . . .

Here's my current situation I'm hoping to duplicate.
https://tinyurl.com/yc6qgk79



I'm including a "Spruce Warning" to this email since a friend of mine has
just bought some tires that shouldn't be on a wheelbarrow, much less an
airplane.  I bought these in January 2012 and had the blowout on December
23rd 2014.  Please know that I know that I'm a dumbshit for not changing
these tires before they got into the condition you see them in, but
apparently I just couldn't believe that any tires bought from Spruce
would be a little durable.  I got 34 landings and go-rounds on these
tires before the flow out occurred as I was taxiiing in for fuel down at
Brown Field.  I was planning on taking a trip to the desert in the next
two days so this was an extremely fortunate event to happen right next to
a maintenance facility not far from my house.  It would have been an
utterly different story if I had taken these tires to the desert.  

They are branded TON KEEP.  I remember posting a note on KRNET about
these tires back when this happened, to warn people, but I can't find the
posting for whatever reason.  It would have been late 2014 or very early
2015.  I felt so strongly about what crap these tires are that I took
photos, had them printed at Costco, and included them with a letter to
Spruce up in Corona.  I called first and directed my envelope to the
Purchasing Agent.  I explained that I had gotten thirty four landings out
of these tires and anyone with any sense would have taken them off after
20.  I could see wear happening within the first couple landings.  It's
like they were made out of plastic instead of rubber.  

I keep records on these things - compulsive documenter when it comes to
the KR.  I normally get 189 (the least I have on record) landings and
go-rounds on a pair of 4-ply rating Ching shins.  They had become hard to
find for some reason at that time so I bought these from Spruce thinking
that anything from Spruce would be at least decent.  I thought for sure,
following my letter and pictures, they would stop.  Much to my surprise,
another KR owner just bought a set of these horrible tires from Spruce
so, if Spruce won't listen, maybe this note will save somebody on KRNET
from making the mistake of ordering TON KEEP tires.   Mine are
4:35/3.50-5's and the ones my KR friend bought are marked with different
dimensional nomenclature but are also for five inch wheels.  Basic the
same size, just different nomenclature.  11/400-5 I think (not sure). 
I've gone through a number of different brands - Nanco, Cheng Shins (my
favorite), and one or two others but these remarkably lousy TON KEEP
tires are in a class all by themselves.  I'm amazed Spruce is still
flogging them. 

Keep in mind when looking at the pictures this tire has had 34 landings,
all of them on pavement.  I make it a point of personal airmanship to
never use brakes on touchdown unless I'm going into something that's too
short to stop naturally.  There were no such short strips indicated in my
logbook during this period.   I might touch them when exiting the runway
and when holding before takeoff, or when stopping at the gas pump . . .
but none of the wear is from brake use.  

https://tinyurl.com/yb62ot3l

Mike Stirewalt
KSEE


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KR> Phone-based EFB

[Mike Stirewalt via KRnet]

> "for $100 more you can install Skybeacon with three screws and 
attaching two wires . . ."

I'd heard they (Uavionix) are now selling only the "certificated" models
of that design, but maybe that's true only with the Tailbeacon.  I'd read
on Avweb or somewhere that they're not selling those models to the
Experimental market . . . just to Certificated.  This is a recent move.  
I'll keep an eye on them for sure.  Since I already have position lights
and strobes on the wingtips, I like the echoUAT/SkyFX equipment better
anyway.  Plus its a little cheaper (gotta keep to KR tradition you know).
 

For Experimentals they now have the TailbeaconX which has "diversity" -
that is, it picks up and transmits to and from satellites as well as
ground stations.  Which makes it compatible with the rest of the planet. 
If I don't die before I do it, I intend to fly the coastal route up to
Anchorage . . . a "bucket list" sort of thing since Merrill Field is
where I started my flying.  Although . . . I'm thinking Canada isn't
going to enforce their mandate until 2025 (I think), so this diversity
aspect isn't an important factor at this point.  As for Mexico . . .
well, Mexico doesn't give a crap unless you're above 18K.  The rules may
say one thing but in practice . . . .Mexico will always be Mexico.  The
TailbeaconX is truly a one-stop solution since it contains a Mode S
transponder and it's own GPS, all of which guarantees a compatible return
on the performance tests  It doesn't need to be mounted outside the plane
either.  The LED tail-light goes to waste if the unit gets mounted within
the fuselage, but perhaps through a software tweak option the LED can be
turned off.  If left on, it provides a lighted baggage area so that when
I go walking around back there while in flight I'll not bump into
anything.  

Mounting the TailbeaconX inside the fuselage eliminates having to mess
with existing position lighting and attendent switch and wiring. 
Apparently the wooden structure doesn't cause an impediment to signal
exchanges.  I'd want to confirm that before buying one.  It's a great
option for those who don't already have a Mode C with encoder.  It's
currently $2500 and has a small rebate and is not yet for certificated
airplanes.  It's kind of amazing.  A Mode S transponder, GPS, ADS-B
transponder for both 978 and 1090 reception and transmit to your panel,
and taillight (if you want it) all in one.  It can be controlled from a
nuimber of existing EFIS units, or one can buy a transponder control head
that's also an artificial horizon, AofA indicator, G-meter and several
other functions.  It's $900 for the small one and $1500 for the fancy one
but the fancy one is really fancy.  

https://uavionix.com/products/tailbeaconx/

Adding this wonder unit to the KR along with a control head will run
between $3500 or up to $4k for the really nice front-end, all of which I
agree is half the value of some of our planes.  But then, for
perspective, prowl around BeechTalk or even the RV guys on VAF and see
what those guys spend for avionics.  Or have an avionics discussion with
Dan Heath :-).   These Uavionix prices are actually miraculous in light
of their capability and worldwide compatibility.   

So . . . who has got an Android phone with at least 600 nits and a five
inch screen?  The Garmin 660 has a 5 inch screen and so does the smaller
unit that iFly sells. The Garmin requires its own ADS-B receiver so now
we're getting into another $1400 for the two, assuming buying a used
GDL-39-3D on eBay.  I've seen them go for $300-$400 and occasionally even
cheaper.The small iFly I haven't looked at in a while but there was
something about it that made it a non-starter.  Can't recall now just
what it was . . . . . certainly worth another look though. (This 520
model is no longer on their website - looks like they dropped it.)

I'm still very much in  "intelligence gathering" mode.  Thanks for the
replies so far!  I think I may have another ten years of flying in me, so
I'm still interested in all this.  I do have days however where I look at
my pace of getting things done and seriously wonder if I should just sell
the plane and die.  Kidding, kidding.

Mike
KSEE


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Re: KR> Kr sold

[Mike Sylvester via KRnet]

Phil, congrats on the sale... you should have tons of cash to throw at the new 
project now. Can't wait to see it finished.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Rob Schmitt via KRnet 

Sent: Saturday, July 4, 2020 7:44 AM
To: 'KRnet' 
Cc: robert7...@aol.com 
Subject: Re: KR> Kr sold

Phil,

Sorry we won't see you at Oshkosh this year, but that gives you two more weeks 
to work on the KR this winter for you.

Thanks,

Rob Schmitt

-Original Message-
From: KRnet  On Behalf Of Phillip Matheson via 
KRnet
Sent: Friday, July 3, 2020 6:57 PM
To: KRnet 
Cc: Phillip Matheson 
Subject: KR> Kr sold

Well my Kr2 is gone. Nothing to fly till my next project is finished. Kr2ss 
coming along but winter doesn’t help.
Phil Matheson.


Sent from my iPhone

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KR> Phone-based EFB

[Mike Stirewalt via KRnet]

A while back some kind Netter mentioned how well a Wal-Mart $30 LG phone
works as a back up with Avare installed.  Indeed, I bought one and its
amazingly useful for the money - basically a small, fully functional
Android tablet.  I currently use it as a radio to listen to the BBC.  I
haven't been flying lately, one reason being I live within a Mode C Veil
and haven't bought an ADS-B set-up yet.  I'm pretty sure I'm going to go
with Mark's recommendation re the uAvionix echoUAT with the accompanying
GPS module - all of which is only $1399.  

The question then becomes, "What device do I want in order to display the
incoming ADS-B traffic that the echoUAT provides via wi-fi?".  If I use
Avare, it remains to be discovered whether the uAvionix signal is
compatible with Avare.  I'm guessing it is, or will be soon.  So then the
question becomes "What display device do I want?"  I want something
around the same size as my AnywhereMap ATC with its five-inch screen. 
The cockpit in my KR-1½ is smaller than what you -2 guys have.  My ATC is
mounted on a suction mount low and to the center of the panel.  Anything
larger than a 5 inch screen would block even more of my panel than the
ATC does, so I'm needing something small.  A Garmin 660 would be perfect
but going Garmin is its own world, although I may yet do it.  I love the
660 from what I know of it.  But why spend the money for the 660 with its
separate (and unnecessary with the echoUAT) receiver . . . when a couple
hundred dollar phone running Avare would render almost the same
experience?

Some phones are now exceeding 1000 nits.  My $30 Wal-Mart LG phone will
serve just fine as a back up since it has everything in it, including GPS
and all sorts of sensors, but doesn't have a sunlight readable screen.   
There's probably a few of you phone people who have found and are perhaps
using a small, bright-screen phone that would nicely replace my AWM ATC
for navigation while also communicating with the echoUAT for ADS-B data. 
I'd appreciate any suggestions.   I suspect there's a lot of us pondering
this same situation since by the time the Lee's Summit Gathering comes
around we'll need to have our ADS-B solutions in place.  I suppose we can
get exceptions for getting in and later getting out, but that's a fairly
awkward way to do things.  

Thanks, 

Mike Stirewalt
KSEE

PS:  Those of you in my situation may want to take a look at the GRT
website.  

http://grtavionics.com/home/efis-systems/mini-series-efis/

They have a dizzying array of choices.  I've already got an artificial
horizon with GPS-based heading readout (my TruTrak ADI) so I don't need
any of that fancy EFIS stuff they are selling but it sure is interesting
to look at, and very inexpensive (relatively).  They've even got
autopilot servos for $770 each.   


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KR> Echo uat fun.

[Mike Sylvester via KRnet]

 I'm starting to enjoy my ADSB Mark and I flew to Arkansas to see Jeff S. a 
few weeks ago and I was able to see Mark on the screen as soon as he took off 
from his home airport. It's really pretty neat to be able to see where someone 
is at other than guessing. Also on the way back home I was picking up weather 
in front of me and with a quick look in that direction I could see the rain 
shafts coming down. I'm really starting to like this electronic stuff Heck, 
I'm even considering an autopilot.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854
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KR> hat off to engineers

[Mike Stirewalt via KRnet]

> "I don't have cable tv and network tv offers me almost nothing.  I've
been watching a lot of 
YouTube, including some KR material."

Good move Larry.  I put my TV in the garage three years ago - an
intermediate step on its way to the recyclers.  At worst it spews toxic
poisons and at best wastes our precious time with meaningless diversions.
  

Mike
KSEE


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KR> Li-Iron batteries

[Mike Stirewalt via KRnet]

Larry said, 

> "I've accidentally shorted them out rebuilding battery packs and it
ain't a 
pretty picture."

Larry used to fly a tri-pacer.  


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KR> Electric KR, New Zealand

[Mike Stirewalt via KRnet]

Forwarded to KRNET by me (hope Robin doesn't mind!)
Robin Macdonald
flyer67.ro...@gmail.com
**
Robin is replacing a HAPI with a 60 HP electric motor and is building his
own battery modules with batteries (1865 Lithium Iron) bought in China! 
His email follows.  I'm posting this with the hope that others interested
in electrics can share information with each other.  Robin's email is
above.  


Hi Mike, 

I see from the Krnet you have a a KR2.   I am in New Zealand and
purchased a KR2 that had been built in the 70's.  When I got it home
there was a few problems with it so strpped it down & started again, then
in the middle of it it all we got hit with 2 earthquakes in 2010 & 2011 &
about 20,000 aftershocks.  My house was not badly damaged - a few cracks
in the paster but not much . . . not like some people.   I decided to
shift so the KR went into storage.  I've relocated & built a big garage &
am in the process of bringing the KR2 home.  I looked into using an
electric motor instead of the 1835 Hapi that I purchased - that is
another story.   I found a Drone motor 40 KW, 60 HP complete with a ESC (
Electric speed controler) then looked for batteries, but not much luck,
so decided to build my own with 1865 Lithinm Iron. 


Then in the middle of all that the country became locked down with the
Covid 19.  We are now back to normality what ever that is & in the
process 
of purchasing a spot welder for the batteries & 1000 batteries from
China.  (My emphasis) So, in the next 6 - 12 mths should be a lot further
ahead with it all. 


Regards 


Robin Macdonald 


New  Zealand   

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KR> Maloof Prop

[Mike Stirewalt via KRnet]

" "Is the Maloof prop still around? It had a lot of caution areas and I
guess somebody just liked to putt around at 
2400 and lost a blade.Anyway my 2100-D engine came with it from Joe at
Revmaster.
Dobie  KR-2 N233AD."

I know someone with an unused (brand new) Maloof in their hangar who has
no plans for it and would probably like to get something for it.  PM me
and I'll send his email to anyone interested.  

I had the Maloof on my first KR and had no problems with it.  The
constant-speed controller never did work well, for me or anyone, so most
people using this prop (such as Jim Evans up in Northern California) went
to a two position switch.  Full flat or full coarse.  The blade issues I
heard about, maybe two in all, were on turbocharged Revmasters, like
Jim's was.  I think Ken Rand had a Maloof on his turbocharged KR which he
went down in due to ice.  Jim lost a blade while cruising to Oshkosh at
above 20K feet and made a successful forced landing.  Like Roy Marsh, he
was an ex WWII fighter pilot.  Revmaster came out with an improved hub
and I recall buying at least two upgrades/improvements with this prop.  I
think failures were quite rare but props aren't supposed to fail at all
so it only takes a couple of incidents before people lose faith in the
design.  

With my current KR N335KC, going to what most VW KR operators would
consider a very coarse prop - Sterba 52 x 56 . . . I've been surprised by
_how little_ take-off distance and climb I lost in going to this cruise
prop.  My philosophy now is to buy the prop that will be optimum for the
type of flying one does.  I bought the 52x56 for cruise in the thinner
air of 11K - 14K altitude and it's been perfect, giving me a WOT of 3100
to 3200.  The plane will still jump off the runway after a few hundred
feet with an initial climb rate of 1000±.  (It's a single-place, under
600 lb. empty).  If I were to buy another prop I would try 54 x 56
(Sterba) since longer props are more efficient (I've read).  I'm guessing
WOT with a 54 x 56 would render about 100 RPM less but deliver a bit more
thrust despite the lower RPM.  I'm thinking the longer prop would likely
have improved thrust since longer is better (they say) and would develop
less drag thanks to a lower tip speed.   I've recently learned that a tip
speed of .65 Mach is ideal.  I've been thinking it was in the .8 range,
which is where my current prop is when turning 3100-3200.  

Mike Stirewalt
KSEE





 


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KR> Electric

[Mike Stirewalt via KRnet]

John Mason said, 

"I will go one further and offer 81JM as a test bed to anyone who can put
together a credible plan to electrify her. She is currently flying with
all
basic instruments working."

That's a generous offer and surely will be of interest to any number of
innovators in the electric world.  Poking through the forums on that
subject I've seen these folks build wood and composite structures as
testbeds for their projects - pretty crude looking compared to a KR. 
I've seen KR-sized firewalls with an electric motor mounted.  How much
further along they would be with an already flying plane like your KR! 
Harbour Air in BC has converted one of their Beavers for commercial
operations and plan to convert the rest of their fleet.  A Caravan was
recently electrified

https://tinyurl.com/ybwzz7wa 

and huge strides are being made in Europe, China, here in the US and
surely many other places.  Tesla recently bought Maxwell who itself is
involved in development of electric aircraft so Tesla is obviously
involved in this enterprise as they are in so many others.  Musk moving
to the U.S. was surely a huge loss for South Africa, but oh well.  If it
wasn't for their communist and thoroughly corrupt ANC government he might
have stayed.

Anyway, this direction towards electric flight is not hard to understand
when you see an 80 HP motor that weighs 20 pounds and doesn't need
overhaul until 10 thousand hours.  Lots of homegrown individuals with
electrical skills are putting together these motors with controllers,
batteries, and monitoring panels - mostly on ultralight/LSA sized
airframes at this point.  Clearly there's a mad dash going on to develop
higher energy density/lighter batteries.  Musk is shooting for
400wh/kilogram within 5 years but with so much effort going into this
project, breakthroughs will likely arrive much sooner.  It's a really
interesting subject and one the upper atmosphere sorely needs since at
current rates carbon emissions from airliners are scheduled to double by
2050.  Here's a media overview of recent developments. 

https://www.youtube.com/watch?v=hHApAWHO_bc

  


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KR> Electric

[Mike Stirewalt via KRnet]

Someone in the initial thinking/designing phase of a KR project might
consider using electric power instead of our tried and true engines. 
Pipestrel just got their trainer approved by EASA and the FAA can't be
far behind.  Once the gate is open there will be a flood of electric
planes getting certified and hitting the market.  None of us with engines
would give up our known power sources but for someone thinking of
building . . . I haven't looked into it be just from general impressions
an electric motor, maybe one taken from a wrecked Tesla, hooked up to a
self-sought controller and batteries and other components . . . Pat
Panzera probably already knows someone in the LSA or Experimental field
putting together turn-key electric propulsion solutions for homebuilders.
 Electric planes are good only for training or flying around the ranch
but Pipestril is saying they'll have a four-seater with three hours of
range certified a year from now.  Their EASA certification arrived a year
earlier that they had been projecting so this technology is moving fast. 
In ten years I would expect fast chargers sitting next to the fuel bibs
at just about any airport except the smallest.  

Just an observation prompted by the Pipestril certification.  Electric
power is the future, and not that far away.   The KR is a slick fuselage
with a wing that carries a lot of weight without much trouble -
relatively perfect.  If someone were to buy NVAero and start thinking
electric our KR designs will be part of the evolution.

Mike
KSEE
  


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Re: KR> Sweet bitter news...

[Mike Sylvester via KRnet]

Luis, So glad your doing OK. I know what you mean about the inspiration from 
others here on the net. If not for reading the stories from Mark, Joe, Larry 
and Mark J. I might have given up years ago myself. I know you'll get it 
finished and am looking forward to meeting you half way for lunch. Hang in 
there brother.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Luis Claudio via KRnet 

Sent: Wednesday, June 10, 2020 7:56 PM
To: KRnet 
Cc: Luis Claudio 
Subject: KR> Sweet bitter news...

I think its time that I share this with you. I have been keeping this news to 
myself because I had not made a decision as to how to move forward but now that 
I made my decision, I think I will share my situation. On May 7, 2020, I was 
rushed to surgery to have a Coronary Arterial Bypass Graf also known as CABG 
X5. I had three arteries at 100% blocked and two at 80%. Its been a month since 
that operation. I was released three weeks ago from the hospital here in Dallas.
A week after being released I thought about my KR2 project and what to do. 
After reading your post about flying here and there for meets and gatherings I 
said I want to be a part of that... and I can't do it if I got rid of my 
project or worst, abandon it. So I decided to move forward with my project and 
its been at least two weeks now that I have been using it as a source of 
inspiration to get better and to soldier on. I posted some updates on our 
Facebook page a few days ago and I will continue to make small advances as my 
recovery permits.
I may not be able to fly into our meet in September since my physical 
activities are currently limited, but God willing I will be there in person 
again. I have a great friend that finished building an RV7 and is now helping 
me with my project. Thank God for great friends.
I wanted to reach out to this great group of fellow builders and to thank you 
for the inspiration and motivation to keep moving forward in spite of the 
trials and tribulations that life throws at us. I want you to know that my goal 
is fly this airplane out to these gatherings here and there which is why we 
built our little time machines. Blue skies always...

Luis R Claudio, KR2S, N8981S Dallas Texas
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Re: KR> Couple of breakfast or lunch get togethers.

[Mike Sylvester via KRnet]

Yes, yesterday was another great day. I'm about 45 minutes south of Mark so as 
I got near his airport I could see him come up on the ADS-B. A green dot with 
his tail number and the altitude differential + or -. Pretty cool stuff. I 
have to agree with Mark on the KR performance and low cost to operate. Best 
Bang for your buck airplane out there. I had a tailwind coming home so it was 
only an hour and 10 minute flight. Keep building guy's, It's worth it.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of Mark Langford via KRnet 

Sent: Saturday, June 6, 2020 7:17 AM
To: KRnet 
Cc: Mark Langford 
Subject: Re: KR> Couple of breakfast or lunch get togethers.

And this morning, Mike Sylvester and I are flying up to M54 near
Nashville to meet Robert Pesak for lunch.  On Memorial Day Mike and I
flew to Jeff's house in Arkansas for brats (no beer though, sadly). KRs
are great little time machines, and it's hard to imagine that there are
many other planes that go this fast on so little fueldefinitely at
the front of the pack of the most economical airplanes to operate,
especially at these speeds.

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


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

[Mike Sylvester via KRnet]

Man, I didn't know you were going through all of that. Great to hear that 
you're on top of it now. See ya soon.

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854


From: KRnet  on behalf of shafferj455js--- via 
KRnet 
Sent: Saturday, June 6, 2020 9:44 PM
To: 'KRnet' 
Cc: shafferj45...@twc.com 
Subject: Re: KR> Couple of breakfast or lunch get togethers.



Hi guys. I have been very tempted to drive my VW Vanagon to Mt
Vernon, just to see you guys, Chris, and visit. However, I have been
tilling up the garden for planting sweet corn, and doing some brick
laying on my garage today. In addition, tomorrow is my church's first
day of being inside, since March. I do have good news, as my Family
Physician has signed off on my 3rd class medical reform paperwork a
few weeks ago. This is after having holes in my abdomen, for 3 years,
due to infected mesh the VA hospital put in me in 2013, to fix a
hernia. After three years of the VA putting me off,, the Cleveland
clinic repaired the leaky stomach, so i could eat again, and later
repaired the hernia. I was on liquid TPN for 16 months, and could not
eat or drink during this time. I never tried to renew my 3rd class
medical. I am reasonably sure I can pass the 3rd class, but decided to
go with the 3rd class Medical Reform. N455JS, has taken a back seat to
everyday life, but now I need to get her back in the air. Hope to see
you all, soon. John Shaffer, N455JS Fremont, Ohio.

 >

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KR> trim tabs.

[Mike Sylvester via KRnet]

It looks like I got very lucky in the building process because 236MS flies 
wings level. I wish I could say that about the up and down but the internal 
trim system takes care of that. With no trim she is definitely dropping the 
nose...…

Mike Sylvester
kr2s builder
Birmingham,AL.

Cell no.205-966-3854

[https://ipmcdn.avast.com/images/icons/icon-envelope-tick-round-orange-animated-no-repeat-v1.gif]<https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=webmail&utm_term=icon>
Virus-free. 
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Re: KR> KRnet Digest, Vol 8, Issue 94

[Mike Stirewalt via KRnet]

Hi Jeff, 

> ." . . that hand flying it placed more stress on the pilot which could
magnify complications and it would put too
much stress on the airplane . . ." 

Light chop, no problem leave it on.  My comments apply more to strong
turbulence.  "Bad weather" with light turbulence is fine.   It's the
turbulence part I'm referring to in suggesting one turn the autopilot
off.  If the instructor was suggesting you leave the autopilot on in
moderate to severe turbulence, he isn't a very good instructor.  This
point is really basic.  I doubt you'd find many bad-weather pilots
agreeing with that instructor. 

Mike
KSEE


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> "As to the other part about stressing the plane, at least in the case
of a KR, they are pretty tough and in any case there is always staying
below maneuvering speed . . ."

As soon as I'd sent the email I realized I'd left out that extremely
important point . . . to slow down.  I wish my Juno email was more
idiot-proof.  I followed that first email with an addendum regarding
slowing down, something I'd left out of the first email in my haste to
hit the "send" button.  The second email got sent to my own email instead
of KRNET, so that point you make got left out.   Yes, getting down to
maneuvering speed is extremely important.  

Re an autopilot and artificial horizon, some of them have an artificial
horizon as part their system.  That's probably what your Chaptyer
president was thinking of.  TruTrak had one that incorporated the ADI
(which is what I use for attitude reference) and if one of these systems
had ever come up used I surely would have bought it, but they're rare. 
Their other autopilot systems were more popular.  In any case, if the
autopilot system has an AI included, turning off the servos wouldn't
necessarily affect your attitude reference - depends on which system
you've got.  Having an attitude reference is essential in any case. 
They're getting amazingly inexpensive - all of the electronics are for we
who fly Experimentals.  

Mike
KSEE
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> " . . .lets say you venture into stormy conditions
and want this unit as a safety . . ."

Standard procedure with any autopilot is to turn it off in turbulence. 
The autopilot will fight what shouldn't be fought in those conditions. 
Not only will it stress the servos and other relevant components of the
autopilot system, it will needlessly stress the aircraft structure and
control surfaces.  Other than keeping the plane right side up and on
course, when caught in turbulence you let the sky have the plane.  

Mike
KSEE
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

> "This is the auto pilot being talked about on the Thatcher talk group. 

It doesn’t attach to the ailerons or elevator,
 it attaches to small trim tabs added to elevator or ailerons. As talked
about on the other group."

TruTrak was working with this concept.  They were going to charge $1000
for it and since I like their company I wanted to be first in line.  I
think it worked well, the problems came with having to develop a "kit"
for every different aircraft and the project got bogged down and, now
that we know they've been bought, there were clearly some other irons in
the fire more important than this autopilot they were developing.   I
think they did get a kit developed for the RV-4 so there's probably a few
of them flying.  Considering they (TruTrak) were going to have to do this
with a ton of different planes, it's no surprise the idea was dropped.  

Somebody else has picked the idea up though and it seems to me it can't
miss.   At only $200 for a wing leveler w/altitude hold, it's bound to be
very popular.  Perfect for the KR both in terms of price (of course) and
the KR's light control forces.  We fly these planes more by thought than
by actual manipulation of controls so this thing will probably work
better on KR's than on Thatchers or anything else.  In a plane one can
steer just by leaning from side to side, it doesn't need powerful servos.
 The KR started out as a model airplane, after all.  It's not a stretch
to think these lightweight and inexpensive components will work just
fine.  

Mike
KSEE
   
 


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KR> Inexpensive autopilot

[Mike Stirewalt via KRnet]

Just stumbled across this.  Top of the line model with all the options
seems to be about $700 whereas just a wing leveler with altitude hold
appears to be less than $200.  

Worth exploring I think:

https://www.xflighttech.com/

Mike
KSEE


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Re: KR> MPH v Kts - might as well throw metric in the mix!

[Mike T via KRnet]

But all my essential high precision measuring tools,
and I mean all of them, are calibrated in decimal inches.

If you use digital measuring tools, you don't have to choose.  My calipers
change from imperial to metric at the touch of a button, so not only can I
measure in either system, but I can measure something in inches and
instantly see what it is in millimeters.

Mike Taglieri

On Wed, Apr 29, 2020, 10:28 AM Chris Kinnaman via KRnet <
krnet@list.krnet.org> wrote:

> Responding to Mark & Larry -
>
>
> On 4/29/2020 7:24 AM, Mark Langford via KRnet wrote:
> > Phil Matheson wrote:
> >
> > > Please do not take this personally
> > > But WHY does the USA still use mph. In aviation
> >
> >  and new km "mile markers" on the Interstates, but there was a very
> > negative response that eventually killed it in the early 80's.
> In my home state, the signs showing distance to exits and towns were
> changed to show ONLY metric data. The backlash in that state was based
> on the reluctance to recalibrate speedometers and odometers in older
> cars etc, and the legislature admitted their do-gooding was an overreach.
> >   What a crying shame that we are still screwing around with these
> > ridiculous tape measures that are marked in 1/32" increments. It's
> > insanity. That's why I use metric tape measures, scales, or calipers,
> > when I want to measure something with real accuracy.
> I have meter sticks, tapes, etc that I bought when restoring European
> gliders. The numbers on the prints are the same as the sticks, what
> could be simpler? But all my essential high precision measuring tools,
> and I mean all of them, are calibrated in decimal inches.
> >
> > We haven't talked about "slugs" yetif you want to see my brain
> > explode.
> Larry - it appears we have some common friends. It was that "character"
> thing that gave it away...
>
> Chris K
>
>
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