KR> Group Fly to Oshkosh

[cgardn628]

KR Heads,

Is there any planned Beer and Brats night or BBQ get together at Oshkosh
2005 .

Sorry if this has already been discussed over the past weeks, but I missed
it.

I plan to be at Oshkosh ( probably driving this year, instead of flying the
KR2 over) but would like to meet up with some fellow KR pilots for a beer
(or two).

And Mark , I owe you a beer or two for that harrowing story on your "dead
stick " landing . Had me on the edge of my sling seat!

Cheers

Chris Gardiner
KR2S 
C-GKRZ 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Jones
Sent: Monday, July 18, 2005 10:36 PM
To: KRnet
Subject: Re: KR> Group Fly to Oshkosh

I know of a couple of KR guys that have campsites. Maybe we can sweet talk
them into a spot.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at
http://mywebpage.netscape.com/n886mj


- Original Message - 
From: "Joe" 
To: "KRnet" 
Sent: Monday, July 18, 2005 8:28 PM
Subject: Re: KR> Group Fly to Oshkosh


>The problem with camping with your KR is you will be away from the main
> part of the flightline and fewer people will see the KRs.
>Joe Weber
> - Original Message - 
> From: "Mark Jones" 
> To: "KRnet" 
> Sent: Saturday, July 09, 2005 4:13 PM
> Subject: Re: KR> Group Fly to Oshkosh
>
>
> > Joe,
> > Most likely the pilots will camp out. I guess that has not been decided.
> > The
> > procedures for flying to Oshkosh can be downloaded direct from the EAA
web
> > site. Here is the link:
> >
http://www.airventure.org/2005/flying/index.html#EAA%20AirVenture%202005%20N
OTAM
> >
> > Mark Jones (N886MJ)
> > Wales, WI  USA
> > E-mail me at flyk...@wi.rr.com
> > Visit my KR-2S CorvAIRCRAFT web site at
> > http://mywebpage.netscape.com/n886mj
> >
> >
> > - Original Message - 
> > From: "Joe" 
> > To: "KRnet" 
> > Sent: Saturday, July 09, 2005 3:28 PM
> > Subject: Re: KR> Group Fly to Oshkosh
> >
> >
> >> Where are the pilots that fly to the airshow going to stay.  Are you
> >> going
> >> to camp with your KR or camp elsewhere.  Also have you received the
> > booklet
> >> on the procedures for flying to Oshkosh?
> >>Joe Weber
> >> - Original Message - 
> >> From: "Mark Jones" 
> >> To: "KR Net (E-mail)" 
> >> Sent: Friday, July 01, 2005 8:39 AM
> >> Subject: KR> Group Fly to Oshkosh
> >>
> >>
> >> > If anyone wants to join in on a group fly to Oshkosh, the staging
will
> > be
> >> > as follows.
> >> >
> >> > Arrive at Hartford, WI (KHXF) http://www.airnav.com/airport/KHXF on
the
> >> > morning of Sunday, July 24th. I will be there as well as Mark
Langford.
> >> > Mark Langford is not flying his KR for obvious reasons and I am
unsure
> > if
> >> > mine will be ready for Oshkosh by then or not. Regardless, we will be
> >> > at
> >> > the Hartford airport to greet any arriving KR's. Hartford airport is
> >> > exactly 38.8 miles south of Oshkosh. There will be a lot of traffic
as
> >> > this is a "hot spot / final stop" prior to arriving Oshkosh.
> >> >
> >> > Also, if anyone is driving to Oshkosh and wishes to stop by the
> >> > Hartford
> >> > airport, please do so. I am thinking we will take the grill with us
and
> >> > have Brats and Burgers and Soda (sorry pilots, no beer for you) for
> > Lunch.
> >> > Then after lunch the KR can proceed on to Oshkosh. If you are going
to
> >> > attend, please let me know ASAP.
> >> >
> >> > The list of KR's flying in to Hartford so far are:
> >> > Orma Robbins
> >> > Joe Weber
> >> > Bill Clapp
> >> > Mark Jones (already at Hartford airport)
> >> > Ken Jones
> >> >
> >> > This could be the start of an annual event, don't miss out.
> >> >
> >> > Mark Jones (N886MJ)
> >> > Wales, WI
> >> > Visit my web site: http://mywebpage.netscape.com/n886mj
> >> > Email: flyk...@wi.rr.com
> >> >
> >> >
> >> > ___
> >> > Search the KRnet Archives at
http://www.maddyhome.com/krsrch/index.jsp
> >> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> >> > please see other KRnet info at http://www.krnet.org/info.html
> >> >
> >>
> >>
> >> ___
> >> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> >> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> >> please see other KRnet info at http://www.krnet.org/info.html
> >
> >
> >
> > ___
> > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> > please see other KRnet info at http://www.krnet.org/info.html
> >
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>



___
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KR>Aileron Weight

[cgardn628]

Glad you made it there and back , Jim. I was following your progress on your
web page and wishing I was there.

My aileron counterbalance brackets are also Aluminun ( as I'm sure most KR's
are) . I made my own brackets from 1/8 " 6061 Al using a large ( 1/2" )
radius to avoid cracking . But after hearing your story , will be checking
them regularly for any evidence of cracking.

Thanks for the tip.

Chris Gardiner
C-GKRZ
- Original Message - 
From: "Jim Faughn" 
To: "KR Net Response" 
Sent: Monday, September 15, 2003 6:27 PM
Subject: KR>Aileron Weight


> Hi all. I had a great trip to the Gathering this year. You read that I
> was stuck in Trenton, MO when I made a no-go decision after looking at
> the weather heading up to Red Oak. I have been portrayed as a
> conservative pilot and that is a title I like. I enjoyed my time in
> lovely Trenton and the airport manager was great. I stayed overnight and
> then back to the airport the next morning to watch the clouds go by.
> About 2:30 in the afternoon, I had seen the cloud layer stay the same
> height for quite awhile so I thought it was time to see if I really had
> a 700 ft ceiling. I did and got out of Trenton and headed to Red Oak. I
> can't say it stayed that high the entire trip and if I was doing it
> over, I would have stayed in Trenton. However, I made it under the scud
> and on to a great Gathering. After arriving and the usual Hi's and
> initial questions, I unloaded the plane and went flying with Steve
> Alderman. We went for a few passes in formation and Steve told me he saw
> something fall off my plane. Since I didn't feel anything I thought it
> was probably one of the gap seals or part of one. They are made of a
> very light Mylar and have broken and come off in the past. I made
> another 200 mph missed approach and then came back around and made a 60
> mph pass. I then landed and was looking for the missing gap seal. None
> were. What happened was I was missing an aileron counterweight. The
> weight didn't fall off, actually the aluminum L bracket broke at the
> manufactured corner and the weight with the arm fell off. This was
> something that you can't inspect because it is buried under the
> fiberglass. At 6:30 I tapped Mike Garbez and we went to his shop, made a
> new bracket out of 4130, made new weights, drilled the holes and brought
> it back to the hanger. I assembled most of it Friday evening and quit at
> 10:30. Finished it up in about an hour Saturday morning and declared it
> fit for flight after inspecting everything another 3 times.
>
> Everything worked well so I gave rides to the people that were
> anticipating their first flight within the next few months. I was very
> pleased to do this and that is what I enjoy doing. Sorry about not
> jumping to give rides to those who are thinking about a KR or who are
> thinking about whether or not to finish one, that just isn't my thing. I
> have a passion for keeping people alive who are about to fly but I'm
> just not the factory giving rides for motivation or a new sale. The "new
> wave" will have to step in for giving rides next year.
>
> Anyway, the purpose of the message is to acknowledge that I no longer
> have a "plans built" KR. I have changed something so Mark, I guess I've
> come around. PLEASE think very seriously about changing your aluminum
> balance arms to steel. PLEASE.
>
> Take care.
>
> Jim
>
> Jim Faughn
> 4323D Laclede Ave.
> St. Louis, MO 63108
> (314)652-7659
> Email - sub @ for "at" jfaughn "at" socket.net
> Web Site  http://jfaughn.com
>
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>KR-2S Weight and Balance

[cgardn628]

RV,

The CG position should be as close to the forward limit as possible , when
empty . ( ie ideally 15-20% MAC or 8-10 inches aft of the leading at the
stub wing).
My KR2S empty weight CG came in at 18% .

When loaded with fuel and passegers , it will move back as expected.

I don't know how "stock" your KR2S is compared to mine but you are welcome
to use my Excel spreadsheet to enter your exact plane variable ( moment arms
and weights). The spreadsheet will calculate required % for you.
I will E mail it direct to you ( and anyone who wants it).

Fly safe , protect yourself ...and our privelege to fly amateur built
aircraft .

Regards

Chris Gardiner
C-GKRZ
KR2S
- Original Message - 
From: 
To: 
Sent: Monday, September 22, 2003 6:18 PM
Subject: KR>KR-2S Weight and Balance


> Netters;
>   I have my 2S balanced according to the wt and balance form provided
in
> the plans.  As it currently exists, it seems nose heavy even though the CG
is
> only 2" in front of the rear limit.  It seems to me that I've heard some
> discussion about the wt and balance in the builders manual being
incorrect.  As I
> am about ready for the first flight, I would appreciate some input on this
> issue.
>
> RV
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>KR Gathering 2004- Mt.Venon , IL

[cgardn628]

Does anyone have the identifier for this airport?

I am curious as to exactly where it is in IL. 
Never too soon to start planning for the next trip.

THX

Chris Gardiner 

KR>KR-2S Weight and Balance

[cgardn628]

Christian,

I have not done the tests you mention .

I would guess that my KR2S has neutral stability . It stays where you put it
in a turn with little tendancy to come out on it's own. Same goes for climb
or dive, with level wings .

The "hands off " time is maybe 3-5 seconds before some correction is
required, depending on turbulence.
This is not an IFR type , stable platform aircraft , but a lot of fun to fly
VFR and very manageble , even for a low time pilot ( like me) with only
about 200 hours ( 90 of them in the KR) .

My tail sizes are "stock " RR KR2S and my trim tab is almost neutral , with
one pilot and full header tank ( 12 gallons of fuel).
Full flap ( 3 notches ...40 degrees ?) puts the trim tab down approx. 1" at
the TE.

Regards

Chris Gardiner
- Original Message - 
From: "Kogelmann Christian - OS ETA" 
To: "'KR builders and pilots'" 
Sent: Tuesday, September 23, 2003 6:58 AM
Subject: RE: KR>KR-2S Weight and Balance


Chris,

I believe you fly a KR-2S with VW engine?
Does you airplane have a neutral or even slightly negative stability.
Did you do the Stability test as described in the EAA Sport aviation (stick
force measurements?)?

-

KR>KR-2S Weight and Balance

[cgardn628]

My stab is set at 0 degrees to the thrust line as per plans using a digital
SMART LEVEL during construction.

Since my plane flew "hands -off" on the first flight , according to Owen
Macpherson, my test pilot, I have to assume that the SMART LEVEL was an
accurate tool for the job.
Wing wash out was also set using this device on dowels , drilled on the O/B
wing rib centerline.
Worked out great . No trim tabs required.

Regards

Chris Gardiner



- Original Message - 
From: "Kogelmann Christian - OS ETA" 
To: "'KR builders and pilots'" 
Sent: Thursday, September 25, 2003 7:00 AM
Subject: RE: KR>KR-2S Weight and Balance


> Thanks Chris,
> that's what I have, except that you horizontal stabilizer incident must be
> better for you trim tab position.
> My trim tab is neutral at half fuel and two in the plane.
>
> I have about the same "hands-off" time, but sure it is fun to fly.
> Thanks again
> Christian
> OE-VPD
> http://www.members.aon.at/oevpd
>
>
> -Original Message-
> From: cgardn628 [mailto:cgardn...@rogers.com]
> Sent: Donnerstag, 25. September 2003 04:24
> To: KR builders and pilots
> Subject: Re: KR>KR-2S Weight and Balance
>
>
> Christian,
>
> I have not done the tests you mention .
>
> I would guess that my KR2S has neutral stability . It stays where you put
it
> in a turn with little tendancy to come out on it's own. Same goes for
climb
> or dive, with level wings .
>
> The "hands off " time is maybe 3-5 seconds before some correction is
> required, depending on turbulence.
> This is not an IFR type , stable platform aircraft , but a lot of fun to
fly
> VFR and very manageble , even for a low time pilot ( like me) with only
> about 200 hours ( 90 of them in the KR) .
>
> My tail sizes are "stock " RR KR2S and my trim tab is almost neutral ,
with
> one pilot and full header tank ( 12 gallons of fuel).
> Full flap ( 3 notches ...40 degrees ?) puts the trim tab down approx. 1"
at
> the TE.
>
> Regards
>
> Chris Gardiner
> - Original Message - 
> From: "Kogelmann Christian - OS ETA" 
> To: "'KR builders and pilots'" 
> Sent: Tuesday, September 23, 2003 6:58 AM
> Subject: RE: KR>KR-2S Weight and Balance
>
>
> Chris,
>
> I believe you fly a KR-2S with VW engine?
> Does you airplane have a neutral or even slightly negative stability.
> Did you do the Stability test as described in the EAA Sport aviation
(stick
> force measurements?)?
>
> -
>
>
>
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>First flight report...Finally!!

[cgardn628]

Congratulations , Brian and welcome to the KR pilots fraternity .

Sounds pretty much like my test flight except I didn't expect the pitch
sensitivity to be so overwhelming , at first.

Yes, it is normal to get fairly hot on climb out , especially on a summer
day ( 80deg F) .
I usually climb at 100 mph indicated and reduce to 25" manifold as soon as I
hit 1000 feet above ground. The I let the engine cool down a little before
resuming the climb to cruise altitude.

You will love flying this plane.

Cheers

Chris Gardiner

- Original Message - 
From: "Brian Kraut" 
To: 
Sent: Wednesday, October 01, 2003 8:32 PM
Subject: KR>First flight report...Finally!!


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

KR>vw oil leaks post flight inspection

[cgardn628]

I'm using about the same as Jim.

8 ounces ( 1 cup ) every 10 hours. Actually , it's not burning up but rather
gets thrown out the breather along the belly ( in spite of the "Stay Dry"
breather kit from GPAC). My engine ( 2180 GPAC) has 102 hours since new.

Regards

Chris Gardiner



- Original Message - 
From: "Jim Faughn" 
To: "'KR builders and pilots'" 
Sent: Wednesday, October 08, 2003 9:02 PM
Subject: RE: KR>vw oil leaks post flight inspection


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

KR>vw oil leaks post flight inspection

[cgardn628]

Actually, I am planning to add something like that  this winter when the
flying season is done.

I think there was a design in the Tony Bingelis books on that design . Must
look it up.

Thanks

Chris Gardiner
KR2S

- Original Message - 
From: "Dan Heath" 
To: 
Sent: Tuesday, October 14, 2003 10:08 PM
Subject: Re: KR>vw oil leaks post flight inspection


Chris,

Have you ever tried using a collection can on the firewall filled with
something to cause the foamy oil to loose the foam?  I used an upside down
GUNK can with a vent at the top and a tube going into the top.  I ran a tube
from the breather to the can.  I used the can screw lid to empty it once in
a while.

N64KR

Daniel R. Heath - Columbia, SC

da...@kr-builder.org

See you in Mt. Vernon - 2004 - KR Gathering

See our KR at http://KR-Builder.org - Click on the pic
See our EAA Chapter 242 at http://EAA242.org

---Original Message---

From: KR builders and pilots
List-Post: krnet@list.krnet.org
Date: Tuesday, October 14, 2003 9:56:49 PM
To: KR builders and pilots
Subject: Re: KR>vw oil leaks post flight inspection

I'm using about the same as Jim.

8 ounces ( 1 cup ) every 10 hours. Actually , it's not burning up but rather
gets thrown out the breather along the belly ( in spite of the "Stay Dry"
breather kit from GPAC). My engine ( 2180 GPAC) has 102 hours since new.

Regards

Chris Gardiner



- Original Message -
From: "Jim Faughn" 
To: "'KR builders and pilots'" 
Sent: Wednesday, October 08, 2003 9:02 PM
Subject: RE: KR>vw oil leaks post flight inspection


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


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

[cgardn628]

Brian, I have the engine and carb setup as you describe, but without any
problems.

I was about to suggest you install one of the very inexpensive digital
temperature sensors in your carb air box , ahead of the carb, as I have.
They are cheap ( $10-15 ) and the remote sensor can be riveted to the box
floor for security.( picture on request)
One strange effect that I have noticed with this sensor installed as
mentioned  , is that when carb heat is applied partially , is that the
temperature in the box goes DOWN initially , not up as expected, due I
suspect , to a venturi effect , past the flapper valve.
Again , my set up is almost identical to yours ( minus the K&N filter ,
which I just bought , and was planning to install.). Currently , I have a
lawnmower type , flat paper , filter.

Not sure if this info helps but for what its worth I think the temp sensor
is a good idea and may help you understand what is happening better.

Regards

Chris Gardiner
C-GKRZ
2180VW GPAC , Zenith 1821 carb



- Original Message - 
From: "Brian Kraut" 
To: "Harold Woods" 
Cc: 
Sent: Tuesday, October 21, 2003 6:34 PM
Subject: KR>Re: rough engine.


>
>First of all, thank to everyone that has offered suggestions.
>
>
>
>A lot of people have remarked that it may be carb ice.  I don't think
>it is because I get an RPM increase even sittting on the ground at
>full throttle when I pull the carb heat half on.  This is in Florida
>in 85 degree temperatures and relatively low humidity for this area.
>The engine also immediately picks up RPM when the heat is pulled and
>immediately looses it when it is pushed back in.
>
>
>
>Now maybe there is some problem with this carb not atomizing the fuel
>well unless it is heated a little.  If that is the case I would
>suspect that someone else would have seen this problem in the past.
>
>
>
>I do plan on ordering an EGT to be sure the mixture is correct and see
>if it changes when the carb heat is pulled.  I will probably also
>order a mixture indicator from [1]http://www.halmeter.com/.  This uses
>an O2 sensor in the exhaust.  I also will be adding a MAP gauge and
>may even try a temporary Radio Shack temp probe in the carb while on
>the ground to see what kind of temps I have.
>-Original Message-
>From: Harold Woods
>Sent: Oct 21, 2003 4:31 PM
>To: Brian Kraut
>Subject: rough engine.
>
>Hi Brian
>
>Sounds to me like a classic case of carb ice.
>
>It may be Florida and 85F on the ground which gives you a high
>humidity. Go up to 8500 feet and the temperature is much lower but the
>air still has the same weight of water vapour in it. As it is pulled
>through the carb the temperature falls further, the water condences
>and freezes. You get carb ice.
>
>Add enough hot air to melt it and keep it from reforming, adjust the
>mixture to suit and you have solved the problem.
>
>Regards
>
>Harold Woods
>
>Orillia,ON.Can.
>
>[2]haroldwo...@rogers.com
>
>
>
>---
>Outgoing mail is certified Virus Free.
>Checked by AVG anti-virus system ([3]http://www.grisoft.com).
>Version: 6.0.522 / Virus Database: 320 - Release Date: 9/29/2003
>
> References
>
>1. http://www.halmeter.com/
>2. mailto:haroldwo...@rogers.com
>3. http://www.grisoft.com/
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>EGT scale

[cgardn628]

Biran, your EGT readings will be greatly influenced by the position of the
EGT probe in the exhaust stack relative to the cylinder head, making almost
all comparisons to other people's temp's close to meaningless.
Tony Bingelis books recommend to place it within 2 inches of the cyl head
exhaust port.

Not knowing this, I first started with the probe several inches from the
head , and got very inconsistent readings .
My probe is now installed approx. 2 inches from the #4 exhaust port ( left
,rear cyl) . I get consistent readings of almost 1500 deg on takeoff and
climb .
Cruise after several minutes rarely drops below 1350 deg. Also, mixture
adjustment doesn't seem to have much affect on my Zenith 1821. My EGT gauge
is an ACS Micro2000 series .
This used to worry me until talking to Steve Bennett , who advised not to be
overly concerned ? Possibly the gauge calibration is inaccurate ?

After 105 hours of flying , I haven't had any major issues with these temps.

Regards

Chris Gardiner

- Original Message - 
From: "Brian Kraut" 
To: "KRNET" 
Sent: Wednesday, October 22, 2003 10:55 PM
Subject: KR>EGT scale


> I am having Westach make me a custom quad gauge with an EGT, MAP, temp,
> and mixture indication (enough guessing what is going on with my
> engine).  The mixture uses an exhaust oxygen sensor like the Avmix
> aviation units and the units that are sold for race cars.  I will
> install a switch to give me either carb air temp or outside air temp on
> the temp position. Since they are doing a custom gauge with a custom
> face I have my choice of range on the EGT.  The Great Plains manual says
> that EGT is normally 1,150 degrees and red line is 1,500 degrees.  I was
> planning on having the range scale from 700-1,500 degrees.  Can someone
> with an EGT on a VW tell me what the lowest EGT you normally see is.  I
> would like to have them make the instrument with the bottom of the scale
> to be at the lowest normal EGT that I will see so I will have the
> maximum swing on the needle.
>
> By the way, I have said before that there are some great people at
> Westach.  They were extreemely helpful when I had some problems with a
> fuel sender and have been great with this gauge also.  I always knew
> that they could do the quads with different arrangements than their
> standard instruments, but I never realized that they will do custom
> range scales, and indications that they don't advertize like the mixture
> indication and MAP.  The price for the custom instrument is also only
> slightly higher than their standard quads.  I highly recomend talking to
> them if anyone needs something unusual, not to mention that their
> standard instruments are great also.
>
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>Fw: New electronic multi-function display

[cgardn628]

KR Heads, 


One of the local chapter guys brought in his new EFIS-D10 instrument by Dynon 
to a chapter meeting . It uses no external sensors but gives gyro type 
indication and heading etc., plus much more. Great for a KR with limited panel. 
space 

Pretty Cool ! I think I just found my Xmas present .( I wish) 

Check it out at www.dynonavionics.com

Cheers

Chris Gardiner
KR2S 
100 hours and still climbing 

KR>hoaky foam spar

[cgardn628]

Good idea ! That's exactly what I did on my standard KR2S , Mark.

I ordered the spar material long enough to go right to the end (91"
front/92" rear)  and omitted the "kluggee" foam extentions. Also dumped the
33" wing rib for a continuous line to the end rib ( 29 "), when sanding the
foam .

It's the best way to build a strong wing .

Cheers

Chris Gardiner
KR2S

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Friday, November 28, 2003 11:28 PM
Subject: KR>hoaky foam spar


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

KR>Fw: New electronic multi-function display

[cgardn628]

I agree with you , Dana . The Dynon unit is pretty slick .

It also acts as the blind encoder input for your transponder as well. More
money saved.

Cheers

Chris Gardiner

- Original Message - 
From: "Dana Overall" 
To: 
Sent: Saturday, November 29, 2003 8:07 AM
Subject: Re: KR>Fw: New electronic multi-function display


> >From: "Dan Heath" 
> >Dana,
> >
> >Is that your EIS to the right of the EFIS?  What are the round
instruments
> >that are in your Panel?
>
>
> Dan, in this picture http://rvflying.tripod.com/panel.jpg the EIS system
is
> the rectangular faceplate just to the right of the altimeter, upper center
> of the panel.  I paid a litte less than $1000 for the unit with all
probes,
> electrical wiring, harnesses, D subs and the like to measure RPM, MP, OAT,
> fuel flow, fuel level, carb temp.,4 CHTs, 4 EGTs, oil pressure, oil temp
> plus some other things my coffee deprived brain cannot think of right
now:-)
>   If I'm not mistaken, Landford is using an EIS system.  I would care to
> say, there are thousands of these is homebuilts.
>
> Since I will be flying this airplane IFR, I went ahead and put in an
> altimeter, airspeed and VSI for redundancy with the Dynon.  In addition
the
> lower left round instrument is a switchable GPS/NAV head, also required
for
> enroute and approach.  By doing this I can shoot, GPS,ILS,LOC and overlay
> approaches using the uncluttered layout.
>
> If VFR, I'd put the Dynon in, the EIS, radio and be done with it.  I think
I
> would consider intalling capacitive sending plates in a KR tank and BNC
them
> to the EIS system for a no moving parts, reliable sending and measuring
fuel
> level indication method and go fly.
>
>
> Dana Overall
> 1999 & 2000 National KR Gathering host
> Richmond, KY
> RV-7 slider, Imron black, "Black Magic"
> Finish kit
> Buying Instruments. Hangar flying my Dynon.
> http://rvflying.tripod.com
> do not archive
>
> _
> Share holiday photos without swamping your Inbox.  Get MSN Extra Storage
> now!  http://join.msn.com/?PAGE=features/es
>
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>Press article on KR's in Rec Flyer

[cgardn628]

KR Heads;

This month's issue of the "Rec Flyer" magazine , the Canadian equivalent to 
Sport Aviation , finally published my article on building and flying the KR 
series of aircraft.

Owen MacPherson, my wingman and friend , has posted the article on his web page 
;

Check it out at :  www3.sympatico.ca/omacphe

Go to the bottom of the page to see the link to the PDF file.

This magazine reaches all Candian members of the RAA ( Recreational Aircraft 
Association ) which is about 1500 members at present. 

Regards

Chris Gardiner
KR2S  C-GKRZ

KR>Calendar

[cgardn628]

Did you get the one I sent you , Steve?

Didn't get any bounce back ?

Regards

Chris Gardiner

- Original Message - 
From: "Mark Langford" 
To: "KRnet" 
Sent: Sunday, December 28, 2003 8:43 AM
Subject: Re: KR>Calendar


> Steve McGee wrote:
>
> > Well we got close to getting enough requests for a calendar, but only 3
> pictures sent in.
> > Guess there wasn't enough interest.
>
> I've already volunteered this privately, but I'll do it publicly now.
When
> you first mentioned this, you wanted "fresh" photos that hadn't been on
the
> web.  I have a bad habit of publishing all of my really good stuff to the
> web, so mine were disqualified right from the beginning.  What if you made
> the thing from some of my old stale rusty photos?  I personally wouldn't
> mind seeing pictures such as the ones below hanging on my wall:
>
> http://home.hiwaay.net/~langford/redoak2002/02092247.jpg
> http://home.hiwaay.net/~langford/pinebluff2001/01092217.jpg
> http://home.hiwaay.net/~langford/pinebluff2001/01092226.jpg
> http://home.hiwaay.net/~langford/pinebluff2001/01092324.jpg
> http://home.hiwaay.net/~langford/redoak2002/02092257.jpg
> http://home.hiwaay.net/~langford/pinebluff2001/01092373.jpg
> http://www.krnet.org/030913121m2.jpg
> http://home.hiwaay.net/~langford/pinebluff2001/010923119.jpg
> http://home.hiwaay.net/~langford/redoak2002/02092240.jpg
>
> I'll bet I could manage to find twelve decent ones somewhere.
>
> You said you had enough requests, but not enough photos.  How about if we
do
> this.  Anybody that told you they want one, and does NOT like this idea of
> using my photos, email Steve and let him know that you are OUT of the
deal.
> Otherwise, you're welcome to use mine and I'll send them to you as soon as
I
> can bundle them all up (tonight, probably).  Let me know if you have a
> certain shape or size format, otherwise I'll send them with a lot higher
> resolution the ones I've posted to the web.  If you just plain don't want
to
> do it using my photos, no problem, I'll understand, but don't say you
don't
> have enough pictures!
>
> Thanks,
>
> Mark Langford, Huntsville, AL
> N56ML "at"  hiwaay.net
> see KR2S project at http://home.hiwaay.net/~langford
>
>
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>Angle of incidence

[cgardn628]

Bob, without getting out my trig tables or calculator...

I did not use the bottom of the lower spars as a reference of any kind in my
KR2S. The preferred method ( for me) was to establish the zero chord line
through the rib templates ( all of them) and drill small 1/4" tooling holes
, 12 inches apart. The ribs are then slid over the spars ( as per Mark
Langford's continuous plot rib method ( temporary humps over the spars ,
sanded off later).
Then put a straight piece of  L shaped, aluminum extrusion (sitting on 1/4
dowels or bolts through these holes) and sit a digital protractor ( SMART
LEVEL ,without the level frame) on this .
The ribs can now be positioned to give EXACTLY whatever incidence you choose
versus the fuselage thrust line as zero, ( using firewall 90deg. ( first
choice) or top longerons).
This method  works well right side up or upside down ( when glassing the
bottom of the wing).
I used 3 degrees incidence at the root and 0.5 degrees at the tip rib, for a
total of 2.5 degrees washout.

My plane flew hands off from the first flight using this method and stalls
clean with no wing drop.

Hope this is clear , if not please E mail me off line and I can send you
some photos .

Regards

Chris Gardiner
KR2S   C-GKRZ
- Original Message - 
From: "robert tallini" 
To: 
Sent: Friday, January 02, 2004 3:48 PM
Subject: KR>Angle of incidence


> Hi gang, here I go again,
>   I am going to risk the possibility of another personal attack on my
building know-how by asking for help in a problem I have with the KR plans.
>   In checking the plans, Drawing #2 for the KR2, [this sheet is
included , as you know ] in plans for the KR2S I checked the angle of
incidence by running a line from the bottom of the two spars and extending
it till it intersected with the extended chord line of the rib.  Measuring
48" from the intersection the distance between the thrust line, and the
angle of incidence of the wing could be determined in inches.
>   As most of you agree, the plus 3.5 degrees incidence is excessive.
had intended to reduce this regardless of the airfoil I used.  However, I
wanted to see how much I would have to shim the lower longeron at Stations G
& H.
>   To my surprise my measurements indicate the angle of incidence, if
you follow the plans exactly, give a 7 degree angle, not 3.5.  I arrived at
this conclusion by multiplying the 48" chord by pi.  Finding the
circumference, I divided by 360 to get the inch equivilent to a degree.
Multiplying this by 3.5 I would get the angular difference between the chord
line of the rib and the thrust line of the fuselage in inches.
>   Let me digress for a moment,   I KNOW that ALL of you are perfectly
familiar with finding the relationship between degrees and inches.  I just
felt that letting all of YOU know that I do, too.  It might finesse
aspersions re. my I.Q.
>   I believe, with all the KR's that have been, or are being built,
someone checked this out.  The only mention in the manual or the plans is to
use the top longerons as reference.  But the attach points on the lower
longerons are parallel at Stations E and H at 20" to the top longerons.
>   Could it be possible that a "strictly plans built" KR2 or 2S could
be flying with a 7 degree angle of inc.
>   My question is, as Bill O'Reilly would say, where have I gone wrong
Is my geometry that bad, should I abandon all hope of building a KR2S and as
has been suggested,  start learning to be a GOOD pastry chef?
>Happy New Year to everyone,  Bob Tallini
>
> ___
> see KRnet list details at http://www.krnet.org/instructions.html

KR>Christmas came today!!!

[cgardn628]

You will like it, Mark. I have two of Ed's props and both perform very well
with no vibration.

Cheers

Chris Gardiner
- Original Message - 
From: "Mark Jones" 
To: "KR Net" ; "Corvaircraft" 
Sent: Friday, January 02, 2004 7:38 PM
Subject: KR>Christmas came today!!!


Today Christmas came again as I received a beautiful propeller from Ed
Sterba. I must say Ed is a pleasure to deal with and has quality props.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at
http://mywebpage.netscape.com/n886mj/homepage.html

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

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

[cgardn628]

Mark, good rebuttal but get back to work on the KR !.

I want to see you flying in to the Gathering this year !  in your own KR , I
mean...

Cheers

Chris Gardiner


- Original Message - 
From: "Mark Langford" 
To: "KR builders and pilots" 
Sent: Saturday, January 24, 2004 11:54 AM
Subject: Re: KR>spelling, punctuation, and Mac-- & I'm Outta Here.


> Scott Cable wrote:
>
> > Oscar, Joe, and KRNetters,
> > Your comments are certainly not appreciated and are certainly
offensive...
>
> Scott, I'm beginning to see a pattern here.  Two weeks ago you got all
bent
> out of shape over a good-natured poke that Pat Panzera took at engineers,
> and quit CorAircraft in a huff, despite the fact that you're just about
the
> ONLY guy on the list that took the comments as offensive.  Then you
> ratcheted up your noise level on KRnet by poo-pooing Corvairs, and
> automotive conversions in general, in aircraft, which is what 98% of
> KRnetters are flying.  I knew it would just be a matter of before you'd be
> gone from here too (although I see you're still a member, despite "I'm
Outta
> Here..." subject line).
>
> And I had to laugh when you sent me a message the other day about the
> viability of using a 6 cylinder Porsche engine with bored out
monster-sized
> aftermarket VW cylinders, right after your diatribe on the fallacy of
using
> automotive conversions in aircraft.  You've just got to wonder.
>
> I pretty much just quit posting because despite the fact that I could have
> argued all day long about automotive conversions, and several of the other
> things that you've had "strong" opinions over, I didn't want to waste my
> time doing it.  There comes a point when you just ask yourself "why
> bother?", and I reached that point about two weeks ago.
>
> Often when somebody starts trotting out all their engineering credentials,
> it's a good sign that their arguments aren't going well, and they're now
> relying on diplomas or job titles to add credence to their position.  You
> had quite a list.  I think the way to convince other list members of your
> expertise is with well-thought-out advice that makes sense, and after a
> while they'll KNOW who the experts are.
>
> As for the punctuation and capitalization thing, I wish I'd never
mentioned
> it.  I never dreamed that it would get blown so far out of proportion.
And
> you were the guy that took it to extremes.  When I saw that post where you
> corrected Mac's spelling, I knew that you'd be gone shortly, so I didn't
> even comment.  As I mentioned earlier, I can understand the spelling
> problems.  Some people's email doesn't even include a spellchecker, or
their
> spellchecker may be in a whole other language.  That's understandable.
All
> I was asking for was a capital letter at the beginning and a period at the
> end.   That by itself goes a long way in making a string of words
> understandable.  I sent it to the list in an effort to make all of the
> offenders aware that it was a concern, but I didn't beat anybody over the
> head with it!
>
> Oscar's point was basically that Mac is a flying member of the KR
community,
> and as such is too valuable to make fun of and run off.  We just don't
have
> many of them that will post to the list.  I can't think of a single soul
> that OZ has ticked off over the years, but we can now start that list with
> you at the top.  My guess is that it will remain  a short list.
>
> The worst thing is that you flamed Mac, but didn't bother to actually
ANSWER
> his question!  I'm sure with your background, you knew that temperature
> changes incurred between summer and winter months can contribute to that
> (see http://home.hiwaay.net/~langford/tirepressure.gif ).
>
> Some people read messages to see if they can help answer them, and others
> looks for things to pick at or get upset about.  There are diplomatic or
> good-natured ways of getting your point across.  Face it Scott, you're a
bit
> of a hot-head, despite the fact that you're a talented guy with some good
> suggestions and advice, emotionally you really don't have what it takes to
> participate in an internet mailing list.  I appreciate your help and
advice
> to other netters, but you'd be better off lurking.
>
> Below is a comment I got from a veteran KRnetter this morning, and I agree
> wholeheartedly.
>
> "I don't know how much you've been monitoring the net lately but
> Scott Cable is gone.  I guess my only comment is he who steps
> in front of Mack trucks should not complain about the surgery to
> remove chrome bulldog from forehead".
>
> Well, there goes another perfectly good hour of KR building time down the
> drain...
>
> Mark Langford, Huntsville, AL
> N56ML "at"  hiwaay.net
> see KR2S project at http://home.hiwaay.net/~langford
>
>
>
> ___
> to UNSUBSCRIBE from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/instructions.html

[Bulk] Re: KR> Venturi on a KR2S

[cgardn628]

KR Heads

Well that is exactly where I have one on the belly of my KR2S , which some
may have seen at the 2008 KR gathering.

I do have a suction gauge and a restrictor valve as the cruise speeds of the
KR generate too much vacuum ( at 135+ mph). I have the suction set for
correct suction pressure ( green band) at 80 mph ( approach speed) just in
case I need it for approach one day.

The venture is mounted on the left side under the belly in the exhaust
stream of the 4 into 1 pipe.

Chris Gardiner
KR2S



-Original Message-
From: krnet-bounces+cgardn628=rogers@mylist.net
[mailto:krnet-bounces+cgardn628=rogers@mylist.net] On Behalf Of
jscott.pi...@juno.com
Sent: Sunday, February 22, 2009 10:05 PM
To: kr...@mylist.net
Subject: [Bulk] Re: KR> Venturi on a KR2S

re: Running a gyro with engine manifold vacuum, you will find that you
aren't going to get enough vacuum to operate a gyro while running at high
throttle settings, which is where I'm almost always running.  Venturis
work great.  My Stinson Voyagers had them.  One of them had the venturi's
mounted on the belly right behind the engine air outlet, so it was
already in the disturbed air without creating a lot more drag.  

Jeff Scott
Los Alamos, NM


On Sun, 22 Feb 2009 21:34:15 -0500 "Randy Powell"
 writes:
> I agree in my case it is only for backup in IFR conditions.  But if 
> it was 
> tapped into the main induction runner the mixture would be adjusted 
> with it 
> in place, and would compensate for the extra air.   There might be a 
> problem 
> at wide open throttle reducing the intake vacuum and not providing 
> sufficient vacuum for the instruments..
> 
> - Original Message - 
> From: "Dan Heath" 
> To: "'KRnet'" 
> Sent: Sunday, February 22, 2009 9:00 PM
> Subject: RE: KR> Venturi on a KR2S
> 
> 
> I have seen that done before, but the problem is that it leans the 
> mixture,
> so you might want to keep it only for back up.
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On 
> Behalf
> Of Randy Powell
> Sent: Sunday, February 22, 2009 8:28 PM
> To: Kirk Lacewell; KRnet
> Subject: Re: KR> Venturi on a KR2S
> 
> On my Cherokee there is an alternate vacuum source which consists of 
> a valve
> 
> tapped into one of the intake runners.  It works well and I wonder 
> if this
> would work equally as well as a primary vacuum source on other 
> aircraft.
> Just a thought.
> 
> 
> - Original Message - 
> From: "Kirk Lacewell" 
> To: "KRnet" 
> Sent: Sunday, February 22, 2009 7:23 PM
> Subject: KR> Venturi on a KR2S
> 
> 
> I've been struggling to find a way to drive my vacuum pump on my 
> KR2S and
> just had the thought. Why not forget the pump and use a Venturi?
> 
> Anyone know of a good reason not to use a Venturi?
> 
> Anyone know of someone using one on a KR?
> 
> Thanks,
> Kirk Lacewell
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
>
-
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> 
> 
> 
> 
> No virus found in this incoming message.
> Checked by AVG - www.avg.com
> Version: 8.0.237 / Virus Database: 270.11.2/1965 - Release Date: 
> 02/21/09
> 15:36:00
> 
> 
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
> ___
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> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 
>
-
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> 
> 
> 
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> Checked by AVG - www.avg.com
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> 
> 
> ___
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> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 

Rock Solid Web Hosting. Click Here.
http://thirdpartyoffers.juno.com/TGL2141/fc/BLSrjpTJQdOuXxCwkx3CEnKebrNK3ur4
RTKUpeYGCu8Kf5tzIQ2VfLLvLDC/

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[Bulk] KR> VW Engine Rebuild, center bolt torque issue

[cgardn628]

Dan,

I seem to recall I sanded down the washer as per Steve's instructions and
was able to get the cotter pin in place with the torque close to spec's in
the GPAC manual.( build in 2001).

Wouldn't leave out the cotter pin as we had a guy in Canada that did that
and he lost the prop in flight. Expensive day for him ( Force One hub, prop,
spinner etc.)not to mention the forced landing that followed.

I think any "kick back" on start ups could have loosened the center bolt
over time causing it to depart the aircraft later on.

Would like to hear more how your 2276 CC upgrade works out as I have been
considering it. Please email me off line if you wish.

Chris Gardiner
KR2S 200 hours on the 2180 VW







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KR> RE: [Bulk] Who's going to KOSH this year (or just OSH to the US Flyers)

[cgardn628]

Hi KR Heads,

Just thought I would start the ball rolling on this thread.

Who's attending either by KR or driving? Are there any KR events planned
(BBQ etc.) 

Sorry if this question has already been posted.

Cheers

Chris Gardiner
KR2S
C-GKRZ 200+ hours and climbing


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[Bulk] KR> WV engine choice

[cgardn628]

Gunnar,

You can't go wrong with the Great Planes 2180 VW from Steve Bennett.

I have 210 hours on mine since new and still no problems to date that I can
attribute to the engine quality.

One thing to consider is that the KR2S needs 180- 200Lbs up front to balance
properly with the longer tail ( 14 inches) so going with too light an engine
will restrict your useful load due to CG limitations ( max 30% MAC
recommended). If you want to fly 2 people, you need the horsepower and the
CG position to do it.

Seems the 2S length was meant for the 0200 Continental and lately the
Corvair crowd as they are heavier than the VW.

I have full electric system, 30A Walmart battery and dual ignition and still
needed a 2 inch spacer on my 9 1/2 inch engine mount to get the CG where it
should be with the 2180VW.

Chris Gardiner
KR2S C-GKRZ 210 hours 



If anyone could share some information and experiences, it would be 
highly appreciated

Thanks !

Best Regards
Gunnar Olsen

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KR> lifting tail

[cgardn628]

Paul,

I've got about 210 hours in a stock KR2S tail dragger to date.

Not sure what speed the tail comes up exactly but I just start with the
stick full forward and open the throttle slowly to full over about 5-6
seconds. Check RPM and manifold at this moment to confirm that takeoff power
is available.
The tail comes up around 40 mph and then you can clearly see where you are
going. If the gear is tracking straight at 30 mph then you should be well
able to keep in straight through the lift-off phase.
Cross winds will come into play so be prepared with rudder during lift off
to immediately correct any tendency to swing. 

I am assuming that your Center of Gravity calculations put you inside the
allowable envelope before attempting the first take off, of course.

Most "scary" moment happens just after lift-off as the tendency to
over-control in pitch axis during climb out is well documented and takes
some getting used to . If the plane is balanced correctly it is perfectly
manageable with a few takeoffs. Just brace your wrist/arm with a pillow of
something to assist in keeping your arm rigid in spite of gust bumps etc.

Regards

Chris Gardiner
C-GKRZ KR2S stock width


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of airgu...@comcast.net
Sent: Monday, August 09, 2010 2:10 PM
To: KRnet Posting
Subject: KR> lifting tail



I am in the taxi phase of training myself to fly a KR2 stretch taildragger.
My taxi speeds are around 30 kts. No matter what position the stick is in
(forward or aft) the tail remains on the ground. I remember seeing some
folks at the fly-in turning their aircraft 180 degrees by full power with no
forward speed. I would have expected some movement upward of the tail by
now. Doesn't even seem light on the tailwheel yet. 

When does the back end of this thing get going?  

Paul OReilly 
KR2 Stretched 
N7970K 
Derry, NH 
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KR> KR2 cockpit

[cgardn628]

Greg,

I have a stock width KR2S (36") and would agree it's a little tight for 2
people. You need to be really good friends to fly in a KR2!

Having said that, if you widen the fuselage you will not be able to use the
pre- made turtledeck parts from Steve Glover ( Rand top deck kit) without
some serious modification as they do not stretch at all.

If you are going to scratch build everything then I would go with at least 4
inches wider for comfort. You will be glad you did.

Cheers

Chris Gardiner
KR2S C-GKRZ 220 hours to date



-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Greg Phillpotts
Sent: Wednesday, October 13, 2010 10:15 AM
To: kr...@mylist.net
Subject: KR> KR2 cockpit


>From what I have read the cockpit is 36 inches wide forthe KR2. I am
interested in this plane for 2 and would like any feedback on comfort for 2.
I notice other cockpits are wider but like the KR design most.
Any input would be appreciated.


Have a bonzer Day 
Greg 
gphillpo...@hotmail.com


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KR> Don betchans retracts and fuse side questions.

[cgardn628]

Dustin,

I have some sketches that came from Don Betchan and will send them to you.

Regards

Chris Gardiner.



-Original Message-
From: krnet-bounces+cgardn628=rogers@mylist.net
[mailto:krnet-bounces+cgardn628=rogers@mylist.net] On Behalf Of dustin
Reves
Sent: Wednesday, November 10, 2010 9:32 PM
To: KRNET LIST POST
Subject: KR> Don betchans retracts and fuse side questions.


Does anyone have any pictures(aside from the ones on marks website) of
how they retracted? Did don have to modify the spar
 to them to retract
properly? Is the entire system mounted spar foreward? I cant make it
out from the photos on langford's site.


Also


>From what I have been reading most KR fuse sides are wider at the
shoulders than they are at the bottom, is this correct?  Would it 
incur
any significant increase in work to make them the same width top and
bottom? I bought Mike Arnold's AR-5 DVD's and from 
what I understand
that played a big part in lowering interference drag between the fuse
and wing. Also, putting the widest part of the fuselage 
at the trailing
edge of the wing. am I silly to think this is the way to go with a KR
as well?


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Fw: KR> Component weight.

[cgardn628]

Phil,

Is that he complete wing panel with spars, fittings, paint etc.?

Just trying to get a comparison on my built up wings.

I've always thought I could save some weight if I replaced mine with the Dan
Diehl skins ( vacuum bagged) but haven't been able to confirm how much I
could save.

Thanks Chris Gardiner KR2S- 220 hours total on GPAC VW2180

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of phillip matheson
Sent: Monday, June 20, 2011 4:19 AM
To: KRnet
Subject: Re: Fw: KR> Component weight.

Thanks. Youre the first person to give me some useful information.

I have wing tanks and Dan Diehl wing skins
 They weigh 50 lbs each.


Phil Matheson
SAAA Ch 37
http://www.philskr2.50megs.com/
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KR> Re: Component weight

[cgardn628]

Thanks Sid and Phil,

My wing panels ( built up from scratch) weight approx. 62.5 lbs each with
everything included ( 10 gallon f/glass tanks, extended tips , nav lights,
tie down ring, double aileron weights for longer than stock ailerons)

Guess I'm stuck with my empty weight as is.

Thanks 

Chris Gardiner

KR2S

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of smwood
Sent: Monday, June 27, 2011 8:59 AM
To: kr...@mylist.net
Subject: KR> Re: Component weight

I have Diehl skins with built-in glass 10.6 gal. fuel tanks.  Outer wings 
weigh 68 pounds each, ready to fly, including outer WAF brackets, AN3 bolts,

aileron, 2.6-pound balance lead, landing light, position & strobe, tie down 
bracket, fuel tank vent, fuel gauge sender, quick drain, paint and wing 
wiring.

Sid Wood
Tri-gear KR-2 N6242
Mechanicsville, MD, USA
smw...@md.metrocast.net

--
I believe that the Diehl are a bit heavier.  I had stock built on my first
KR, and they were about 40# and these are closer to 50.  I would weight them
for you, but they now have a 22# fuel tank in each wing.

Daniel R. Heath - Lexington, SC
-

Phil,

Is that he complete wing panel with spars, fittings, paint etc.?

Just trying to get a comparison on my built up wings.

I've always thought I could save some weight if I replaced mine with the Dan
Diehl skins ( vacuum bagged) but haven't been able to confirm how much I
could save.

Thanks Chris Gardiner KR2S- 220 hours total on GPAC VW2180

Thanks. Youre the first person to give me some useful information.

I have wing tanks and Dan Diehl wing skins
 They weigh 50 lbs each.


Phil Matheson
SAAA Ch 37



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KR>Carb icing & size

[cgardn628]

To the intake air , in my opinion , Serge. would be the most effective way
to eliminate it where it forms... in the throat of the venturi .

I also use preheated air from inside the cowling and then raise the
temperature further with an exhaust muff around one exhaust pipe. Maybe your
carb ( what type ?) is not as prone to icing as others and doesn't require
any additional heat but some do.
This is good insurance in any case.

Regards

Chris Gardiner
C-GKRZ ...KR2S 100 hours in the air.
VW2180 with Zenith carb.
- Original Message - 
From: "Serge F. Vidal" 
To: "'KRnet'" 
Sent: Thursday, March 11, 2004 4:01 AM
Subject: RE: KR>Carb icing & size


> <.  So yes Serge apply heat.>
>
> OK. To the intake air, or to the carb body?
>
> Serge Vidal
> KR2 ZS-WEC
> - Taildragger, VW powered (2.4 liter, dual electronic ignition)
> - Total aircraft time: 390h
> - Aircraft hangared at: Orleans, France
> - Pilot moaning in: Tunis, Tunisia
> E-mail: serge.vi...@ate-international.com
> 
>
>
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KR>Aileron deflection

[cgardn628]

Colin,
You may also find that adding a washer ( 3/16 flat) between the rod end and
the aileron control arm will help get the required deflection.
I know  because I re-discover this each time I re-install the wings each
season . Without the washer, the rod end will bind on the arm at the end of
it's travel each way.
My aileron geometry is exactly to plans in this area so I'm sure many of us
has experienced this binding.

Regards

Chris Gardiner
KR2S


- Original Message - 
From: "Colin & Bev Rainey" 
To: "KRnet" 
Sent: Friday, March 12, 2004 4:34 PM
Subject: KR>Aileron deflection


Ok gang, searched the archives back for 6 years and did not find a post
about the degrees of deflection that should be able to be made at the
aileron once it is hooked up to the bellcrank. I have an angle gauge that I
can use to check both sides and make sure that the design amount of
deflection is being achieved.  It seems very shallow right now, and there
are 2 holes for mounting the bellcrank rod, so I would like to be able to
check them.  Can someone with a plans built tell me what the plans call for
in angle of deflection, or inches of movement above the trailing edge and
then below, so that I can check my aileron geometry please.  I have not been
able to address this previously because this is the first time she has had
her wings on to stay.  The reason I ask is that when disconnected there is
ALOT more motion available for both the ailerons and the stick.
Colin & Bev Rainey
KR2(td) N96TA
Sanford, FL
crain...@cfl.rr.com
or crbrn9...@hotmail.com
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KR> Oshkosh 2004

[cgardn628]

Who is considering attending Oshkosh 2004 with their KR ?

Two KR's from Canada will be there ( again ) this year and I'm wondering who 
will join us . Apparently , the EAA stat's say that 5 attended but I only 
counted 3 last year .

Hope we will have better showing this year in the "Auto engine conversion area .

Jim , are you going ?

Cheers

Chris Gardiner
C-GKRZ

KR> Gross weight experience on US registered KR2's /KR2S's

[cgardn628]

KR Heads,

I have made an application to Transport Canada ( the CDN version of the FAA) to 
increase my allowable gross weight to 1150 lbs ( up from the published 980) on 
my KR2S.

In revewing my application , they have asked if anyone else is flying at this 
weight? I know for a fact that many US based KRs are flying at this weight ( as 
I have flown in 2 myself).

What I need is a statement ( E mail is fine) from 5  KR pilots flying ( legally 
) at this weight or more to complete this application .
If I am granted this , it will set the precedent for many KR2 owners in Canada 
to apply for this same gross weight.

Can anyone on the KR NET help me with this ?

I would ask Marty Roberts but he is not on this E mail forum .
Does anyone have a contact for him.?

Thanks in advance for your help and support.

Regards

Chris Gardiner
C-GKRZ   KR2S   100 hours  

KR> Gross weight increase on CDN KR2 aircraft

[cgardn628]

KR Heads;

Just a short note to advise all Candian builders that I have now received 
approval from Transport Canada to operate my KR2S aircraft at 1150 lbs gross 
weight.( first in Canada , I believe)

Many thanks to all the KR pilots on this site that provided testimonials on 
their US based aircraft to help this process along.( Larry, Jim and many 
others) 

Anyone also considering this increase, please send your ;

1. Letter to request the change
2. New C of A forms 
3. Weight and balance calculations

to ;

Jeff Langford
Transport Canada 
lang...@tc.gc.ca


Regards

Chris Gardiner

KR> Damage from Hurricane Charley

[cgardn628]

In case you haven't already seen these photos, looks like a KR2 was among the 
casualties at Punta Gourda.

http://www.avweb.com/news/features/187931-1.html

I hope "Charley" can salvage something from the wreck.

My heart goes out to this poor builder.

Regards

Chris Gardiner

KR> ROLL CALL

[cgardn628]

Good call , Jim.

Owen Macpherson and I are planning to attend the KR Gathering in MVN as
well, VFR conditions permitting .

Count two CDN KR's in .

Regards

Chris Gardiner
C-GKRZ


- Original Message - 
From: "Jim Faughn" 
To: "'KRnet'" 
Sent: Tuesday, August 24, 2004 7:53 AM
Subject: RE: KR> ROLL CALL


> I am going to weigh in with Mark. I have seen KR's for over 20 years now
> and I have only seen one that I was embarrassed for the group to have on
> a ramp. I personally believe that every person that has a flying KR is a
> WINNER! I have learned something from every person that is flying and
> building a KR.
>
> I'll see you at the Gathering with your Winning KR.
>
> Jim Faughn
> 891JF
>
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
> Behalf Of Mark Langford
> Sent: Monday, August 23, 2004 9:37 PM
> To: KRnet
> Subject: Re: KR> ROLL CALL
>
>
> Ken Jones wrote:
>
> > Before I answer, will there be an award for the ugliest KR?  If yes,
> > and I get my time flown off,  I'll fly my KR to the gathering, because
>
> > I'm sure I'll win.
>
> Earlier today I was wondering what it would take for the probably large
> group of KR owners who don't have "show quality" planes to show up at
> the Gatherings.  My only thought was to promise that I won't be laughing
> at ANY KR that flies in, because you're already way ahead of me, have
> demonstrated a rare determination to actually finish one of these
> things, and are probably a motherlode of KR building and piloting
> experience.  So please, bring it on, and bring along any other KRs that
> you find along the way.
>
> We'll see who wins "ugliest" when I fly mine in next year with no paint
> on it yet...
>
> Mark Langford, Huntsville, Alabama
> N56ML "at" hiwaay.net
> see KR2S project at http://home.hiwaay.net/~langford
>
>
>
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>
>
>
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KR> Flap and belly board combination.

[cgardn628]

KR Heads,

Regarding the "postage stamp" size flaps on the KR2S, I built them in and I
would disagree. They are useful in lowering the stall speed by maybe 5 mph
in stall tests I have done at altitude. Glad I made the effort to build
them.

They also are a big help to forward visibility when landing ( nose down
view). I wish I had also installed the belly board to reduce the floating
down the runway syndrome in ground effect.

Cheers

Chris G KR2S 250 hours 

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Peter Diffey
Sent: Wednesday, August 03, 2011 5:17 PM
To: KRnet
Subject: Re: KR> Flap and belly board combination.

Hi,

I am no expert, but as far as I can figure, a belly board will increase drag
but will not increase lift, so will not allow a lower landing speed.

The belly board drag will allow a steaper approach, it will also help you
bleed off speed during the roll out.

Whether the kr2 flaps have any significant effect on stall speed is a moot
point, I doubt if anybody has done any design analysis.

Looking at the flaps on my std kr2 I doubt if they do much to stall speed.

The easiest way to keep down the safe landing speed is to build light - I
thought hemlock was a sort of poison :)

Pete
-- 
Sent from my Android phone with K-9 Mail. Please excuse my brevity.

Rodger Nicolls  wrote:

Phil and Larry,
Thank you for the replies. I am looking at dropping the stall/landing speed,
increasing the visibility, and contending with a heavier empty weight (using
hemlock, 10% heavier than spruce, with extended fuselage). I have moved the
controls in front of the rear spar and plan to use the entire area behind
the spar for the flaps.
On anther note: I completed building my gear legs: 50 layers S-glass-BID and
38 layers S-glass-UNI, with a total compressed/cured thickness of .80". Now
I just need to get the mount welded.

If anyone is interested in the story (with pictures) of an experimental Cub
being destroyed by a calving glacier, let me know and I'll forward those to
you. It's a shame that after spending all that time on a lovely project to
see it lost in a matter of seconds.

I will continue to build.
Thanks,
Rodger
_

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KR> Wingspan

[cgardn628]

Craig,

My KR2S has a 25 1/2 foot span because of my added wingtip shape.

At 250lbs. you will probably find the cockpit awfully small for you on the
KR2.

Chris G. - KR2S 250 hours C-GKRZ

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Craig Williams
Sent: Monday, October 10, 2011 6:51 PM
To: KRNet
Subject: KR> Wingspan

I have been reading in the archives about the RAF48 wing span and loading.
I see that Garry Morgan's KR2SS had
a span of 27 feet.  Was wondering if anyone stateside had gone this big.
The reason I ask is I think to get the
useful load for my 250lb frame I need to up the wing span to 27 feet.  I
would do this by adding 36 inches
to the stub wings.

Craig
www,kr2seafury.com


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KR> flying stories ?

[cgardn628]

Mark,

Glad to hear you are okay after the scary #3 crankshaft incident!

Maybe you'll reconsider the Type 4 VW that you were originally going to use
in your KR2S.

I also had a broken pushrod this year in my 2180 VW due a faulty end cap
shattering in flight. Flying on 3 cylinders can be interesting as well but
not as scary as a dead engine.

Best Wishes for the holidays and hope to see everyone in the KR community at
Oshkosh next year.

Regards

Chris Gardiner
KR2S C-GKRZ


-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Langford
Sent: Monday, December 26, 2011 6:54 PM
To: KRnet
Cc: Corvair engines for homebuilt aircraft
Subject: Re: KR> flying stories ?

Mike Sylvester wrote:

>>Where are all the inspirational flying stories that keeps the fires 
>>burning in all of us builders?  Come on guys, I know someone out there is 
>>doing more than sitting on the couch this winter. I've really enjoyed 
>>reading the exploits of the "Time machine, N56ML" and all the others ...<<

I've got a flying story for you, but I'm not sure if it'll be inspirational!

If nothing else though, it shows how lots of deadstick landing practice (and

prior experience) can pay off .  See http://www.n56ml.com/corvair/break3/ 
for the details.  My apologies in advance for the disconcerting content.  No

condolences required...I'm over it.

Again, my apologies to the Corvair Community...

Mark Langford
ML at N56ML.com
website at http://www.N56ML.com



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KR> SPARS and extended wing span

[cgardn628 at rogers.com]

I also elected to extend the wing spars with full length spruce caps when I 
built my KR2S.


My reasons were that I didn?t like the foam extensions as they appeared too 
weak.


As it turned out I?m glad I did.


I went to the 2003 KR Gathering in Red Oak , Iowa and returning home I landed 
in Michigan with full wing tanks ( 5 gallons per side) due to weather . Just 
before touchdown, in the float, it dropped a wing tip and I scraped the runway 
hard enough to almost ground loop before I caught it . If it had been the foam 
extensions I probably would have broken the wing tip and been unflyable to 
continue on home.


As it was , I only had a minor scrape on the r/h wingtip and a small crack to 
repair.


Flew it home the next day,  after a change of underwear and I calmed down !


Go with spruce caps all the way out if starting from scratch is my 
recommendation.


Chris GARDINER

KR2S 230 + hours








Sent from Windows Mail





From: brian.kraut at eamanufacturing.com
Sent: ?Friday?, ?April? ?18?, ?2014 ?2?:?01? ?PM
To: KRnet





The main reason I did it on my last KR is that I wanted to be able to
experiment in the future with different types of wing tips, extension,
or maybe winglets in the future so I wanted something strong to attach
them.  Others might have different reasons.


 Original Message 
Subject: Re: KR> SPARS and extended wing span
From: Paul Visk 
List-Post: krnet@list.krnet.org
Date: Thu, April 17, 2014 10:34 am
To: Gary Robison , krnet at list.krnet.org

I'm just curious. Why not go with the foam spar extensions instead of
extending the spars with wood. The foam is lighter and being on the wing
tips the form has proven to be strong enough. 


Paul Visk
Belleville, Il
618-406-4705

Sent from my Samsung Galaxy S?4

 Original message From: Gary Robison
 Date:04/16/2014 3:12 PM (GMT-06:00)
To: krnet at list.krnet.org Subject: KR> SPARS and
extended wing span 
Larry here is a picture of my spar caps and the
2 foot pieces scarfied on.

>
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KR> Piston rings

[cgardn628 at rogers.com]

Bob,


Aircraft Spruce and Speciality will probably have both parts as suggested.


Great Plains Aircraft Supply carries the rubber Lycoming engine mount bushings 
as well.


Regards


Chris Gardiner 

KR2S C-GKRZ






Sent from Windows Mail





Cc: BOB ROBERT





This is a shot in the dark
I am in need of piston rings for a 4 ring 0290 Lycoming
Also engine mount rubber bushings

KR> That will do for the year!!!

[cgardn628 at rogers.com]

Thanks for the update Colin!  Merry Christmas and Happy New Year to you as 
well! 

Hope 2017 goes more smoothly for you on your KR2 World Tour from Japan onwards.

Be sure to stop over if you are ever back in Ontario Canada! Beer is on me!( or 
anything else you need)

Cheers

Chris Gardiner
KR2S ? Ontario Canada


Sent from Mail for Windows 10

From: colin hales via KRnet
Sent: December 20, 2016 2:18 PM
To: colin hales
Cc: colin hales
Subject: KR> That will do for the year!!!

Hi all.


Lots of news I suppose, some might know I made it to Japan, just before the 
winter arrived in Russia, some might not. I think this will be my big rush to 
get home for Christmas now, so I'll make it into a Merry Christmas and Happy 
new year to all update.


Today I got a  definitive news from the Japanese JCAB. Basically it is a big NO 
to flying through Japan for many more weeks.


I wanted to move the aircraft and have been told to move the plane by the 
airport manager, but I can not as the Authorities won't give me permission to 
fly?


They were annoyed with me for not moving it sooner. Now they seem sympathetic 
to the fact that I am still here. I have to move the plane though, because it 
is exposed and if it snows and it will, they can't move the snow that easily 
because my plane is in the way...

So I've had a bit of a rethink and come up with a plan B, that I will try and 
stick to... Plan B is to take the wings off and find a garage or shed to store 
the plane in here at Niigata. Not that easy, the hangars here are mostly 
government coast guards or military.


So I might have to put it on a truck and take it 80 miles to a gliding club 
where I have secured hangar space for the foreseeable future.


I need to go home and would like to stay until the first week in Feb, about 6 
weeks. This time would not be wasted and sitting here for three weeks on my own 
and missing the festivities, trying to see if I can get permission, is not a 
pleasant thought.


So I'm going to bale again, go home, regroup and have plenty of time to get 
everything in place for my return, including all permissions, so I can move 
swiftly on in the new year,


So thank you all for your assistance, those who have, it is most appreciated.


I think I've got this covered and do not need any more help for a while. I will 
be in touch in the new year with the much improved and focused home run for 
Itzy and the Kr2 Worldtour.


So Merry Christmas and a happy New year to you all.


Regards,


Colin H.


---



If you want to read the boring stuff below you can???


Its the response from the JCAB. They referred back to the 1944 ICAO agreements 
and I'm not going to argue with that. I'll just ask them for the permission. I 
know I should have done this in the first place, but it was not something I was 
going to bring up when trying to escape the Russian winter. If they had clocked 
the error I would have been refused entry and still be stuck in Russia till May 
apparently. So I am still on a winner...


I have some great contacts now and these permissions can be obtained in good 
time. I have the contact of the lady who deals with the Red Bull Air race 
permit applications as their aircraft mostly fly on a permit too. So I know the 
forms and procedures, well I will when she sends them to me. I need to wind 
back and not be too insistent as I was because I am just sitting here wasting 
my time and money in hotels and about to miss Christmas at home.


So this is the JCAB response.


Dear. Mr. Colin Hales

article 31 of ICAO dated 7 December 1944 said ?Every aircraft engaged in 
international navigation shall be provided with a certificate of airworthiness 
issued or rendered valid by the state in which it is registered?, article 5 
said subject to the observance of the terms of this Convention, to make 
flights into or in transit non-stop across its territory and to make stops for 
non-traffic purposes without the necessity of obtaining prior permission, ???"
Permit to FLY of your aircraft said ?does not constitute of airworthiness 
issued pursuant to the ICAO? and ?This exemption is granted subject to the 
condition that before flying within any other country, permission is obtained 
from the appropriate authority of that country.?
According to the ICAO rules, every aircraft must have a valid airworthiness 
certificate upon international flight.
AIP Japan article 2.1.1 is based on the ICAO rules, but your aircraft don?t 
have an airworthiness certificate on ICAO standard, additionally, your Permit 
to FLY is demand that you need to get permission from other country authority.
Therefore, we think your aircraft need to obtain the permission from 
appropriate authority of other country before fly to it country.
We are confirming it to Civil Aviation Authority of UK.

Regard

Toshihiro
Chief Official
Aviation Industries Division
Aviation Network Department
Japan Civil Aviation B