KR> Re: KRnet Digest, Vol 347, Issue 324

[j stevens]

I have a VW conversion engine in storage .Could you tell me what besides 
overfilling it with oil constitutes proper inhibiting.
Thanks
Joel

krnet-requ...@mylist.net wrote:

> Springs,Ca]Fred
>
>
>
>--
>
>Message: 14
>Date: Thu, 25 Aug 2005 13:53:21 +1000
>From: "Barry Kruyssen" 
>Subject: Re: KR> new KR owner
>To: "KRnet" 
>Message-ID: <0d8501c5a928$8aed4a40$5600a...@technologyonecorp.com>
>Content-Type: text/plain;  charset="iso-8859-1"
>
>My personal opinion is to pull the motor down and check it, cheap insurance.
>
>My reason: I bought a KR2 with less than 10 hours on it. Due to poor storage 
>(not inhibited correctly) the crank got rust on it, when started the rust went 
>through the bearings and seals stuffing them, the barrels and pistons. Cost me 
>a new engine. (and I paid new price for the stuffed engine, we live and we 
>learn :-) Luckily I never got off the ground with it.
>
>regards
>Barry Kruyssen
>Cairns, Australia
>RAA 19-3873 
>
>k...@bigpond.com
>http://www.users.bigpond.com/kr2/kr2.htm 
>
>
>
>
>  - Original Message - 
>  From: dad...@verizon.net 
>  To: kr...@mylist.net 
>  Sent: Thursday, August 25, 2005 1:44 PM
>  Subject: KR> new KR owner
>
>
> I just bought a KR2 that was built in 1980? and has flown less than 
> 250 hrs.It has the original Revmaster 2100D with [you guessed it] less than 
> 250 hrs TT. I'm not worried about the engine too much since I live close to 
> the RM factory in Hesperia, Ca. What I'd like to know is if there are any KR 
> owner/builders in my area [Palm Springs,Ca]Fred
>
>
>
>--
>
>___
>See KRnet list details at http://www.krnet.org/instructions.html
>
>End of KRnet Digest, Vol 347, Issue 324
>***
>
>
>  
>




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KR> re kr2s for sale

[j stevens]

krnet-requ...@mylist.net wrote:
Have a damanged registered kr2s that needs landing gear wing work and 
installation of engine (have new conversion ready) includes nite vfr; 
ballistic recovery chute installed; gps; transponder and encoder; full 
panel; dual controlls; dual ignition; ect ect.
All (including 2 engins) over $17000 in parts . Will sell for $8000.
Contact me off list at j...@usfamily.net or (651) 776-7271

Joel

>
>Message: 3
>Date: Fri, 11 Mar 2005 14:50:30 -0500 (EST)
>From: Borvaprops INC 
>Subject: KR> KR-2 wanted
>To: kr...@mylist.net
>Message-ID: <20050311195030.79607.qm...@web88101.mail.re2.yahoo.com>
>Content-Type: text/plain; charset=us-ascii
>
>Anyone has a kr-2 in any stage that wants to sell it? I'm looking to buy a 
>partially built kit not something that is already completed
>thanks everyone
> 
>Gabriel
>
>
>--
>
>Message: 4
>
>
> 
>
>  
>




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KR> re: kr2s for trade

[j stevens]

I have a  crashed registered kr2s that has 140 hrs on it ,with all 
instruments for night vfr, bendix king radio with moving map gps, 
digital engine information system, ballistic recovery chute , dual 
controls hydrolic brakes ptt intercom, dual
ignition, and fuel pumps  the crashed 1915 cc VW and a new 2180 VW and 
more . It needs one wing tip repaired, landing gear,
landing light fixed and some skin work to get it in the air.
I  have lost my hanger and the plane is now in storage. I will sell the 
whole deal for $8,000, well over $17,000 in parts alone.

Joel (651)776-7271
j...@usfamily.net



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KR> Regestered repairable kr2s for sale

[j stevens]

Hi I have a repairable kr2s for sale . I live in Minnesota and need to 
sell it soon as possable as I lost my hanger space.
I will consider any offer, A list of some of the parts is attached.
Please contact me  through my email or phone number.
Thanks

Joel
j...@usfamily.net
(651)774-1563



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KR> Re: KRnet Digest, Vol 346, Issue 200

[j stevens]

Brian I need to sell the whole package as I don't have the hanger for 
much longer.
Thanks
Joel

>How much for the KLX135 and is it new?
>
>Brian Kraut
>Engineering Alternatives, Inc.
>www.engalt.com
>
>-Original Message-
>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
>Behalf Of j stevens
>Sent: Monday, November 08, 2004 8:57 PM
>To: kr...@mylist.net
>Subject: KR> Regestered repairable kr2s for sale
>
>
>Hi I have a repairable kr2s for sale . I live in Minnesota and need to
>sell it soon as possable as I lost my hanger space.
>I will consider any offer, A list of some of the parts is attached.
>Please contact me  through my email or phone number.
>Thanks
>
>Joel
>j...@usfamily.net
>(651)774-1563
>
>
>  
>




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KR> Re: tailwheel noise and wing request

[j stevens]

k

>
>- Original Message - 
>From: "Brian Kraut" 
>To: "KRnet" 
>Sent: Thursday, October 28, 2004 9:45 PM
>Subject: RE: KR> Tail Wheel - Pneumatic
>
>Larry if you cant find a suitable tire, there is a way to cut that noise way 
>down. It seems as though the fusalage acts like a megaphone  into the cockpit,
>
by damping the vibration of the wheel assembly against the fusalage It 
lessens the noise considerably.
A bike inner tube doubled over and bolted between the tailspring and the 
body worksfine.

Joel

BTW does anyone know of a set of wet wings for sale?

>  
>
>>Could you put a picture on your web site?
>>
>>Brian Kraut
>>Engineering Alternatives, Inc.
>>www.engalt.com
>>
>>-Original Message-
>>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
>>Behalf Of Mark Jones
>>Sent: Wednesday, October 27, 2004 8:47 PM
>>To: KRnet
>>Subject: Re: KR> Tail Wheel - Pneumatic
>>
>>
>>They do not list them on their web site. As soon as I seen the tire, I
>>
>>
>knew
>  
>
>>it was what the tail draggers needed. The tire is 5" OD and I would
>>
>>
>estimate
>  
>
>>inflated it is about 3/4" diameter. they had a price of $14.95 on the tire
>>and $9.95 on the tube. I forgot to check the hub price. This store is only
>>
>>
>a
>  
>
>>couple blocks from where I work. I can get you more info if needed or pick
>>one up for you.
>>
>>Mark Jones (N886MJ)
>>Wales, WI  USA
>>E-mail me at flyk...@wi.rr.com
>>Visit my KR-2S CorvAIRCRAFT web site at
>>http://mywebpage.netscape.com/n886mj/homepage.html
>>
>>
>>
>>




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KR> Re: tailwheel noise and wing request

[j stevens]

k

>
>- Original Message - 
>From: "Brian Kraut" 
>To: "KRnet" 
>Sent: Thursday, October 28, 2004 9:45 PM
>Subject: RE: KR> Tail Wheel - Pneumatic
>
>Larry if you cant find a suitable tire, there is a way to cut that noise way 
>down. It seems as though the fusalage acts like a megaphone  into the cockpit,
>
by damping the vibration of the wheel assembly against the fusalage It 
lessens the noise considerably.
A bike inner tube doubled over and bolted between the tailspring and the 
body worksfine.

Joel

BTW does anyone know of a set of wet wings for sale?

>  
>
>>Could you put a picture on your web site?
>>
>>Brian Kraut
>>Engineering Alternatives, Inc.
>>www.engalt.com
>>
>>-Original Message-
>>From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
>>Behalf Of Mark Jones
>>Sent: Wednesday, October 27, 2004 8:47 PM
>>To: KRnet
>>Subject: Re: KR> Tail Wheel - Pneumatic
>>
>>
>>They do not list them on their web site. As soon as I seen the tire, I
>>
>>
>knew
>  
>
>>it was what the tail draggers needed. The tire is 5" OD and I would
>>
>>
>estimate
>  
>
>>inflated it is about 3/4" diameter. they had a price of $14.95 on the tire
>>and $9.95 on the tube. I forgot to check the hub price. This store is only
>>
>>
>a
>  
>
>>couple blocks from where I work. I can get you more info if needed or pick
>>one up for you.
>>
>>Mark Jones (N886MJ)
>>Wales, WI  USA
>>E-mail me at flyk...@wi.rr.com
>>Visit my KR-2S CorvAIRCRAFT web site at
>>http://mywebpage.netscape.com/n886mj/homepage.html
>>
>>
>>
>>




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KR> Re: KRnet Digest, Vol 346, Issue 71

[j stevens]

krnet-requ...@mylist.net wrote:

>Send KRnet mailing list sub
>
>Doe anyone know if it is true that a prop strike if its wooden does not damage 
>the crank ect?
>

Joel

>
>
>
>
>
>--
>
>___
>See KRnet list details at http://www.krnet.org/instructions.html
>
>End of KRnet Digest, Vol 346, Issue 71
>**
>
>  
>




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KR> Re getting current (larry Flesher)

[j stevens]

Larry wrote:

are a piece
of cake.  I've managed to make two "perfect" three pointers in the
last few hours in the KR.  They weren't intentional but happened when
I flared a foot or two too high and held it off when it started to settle.
I guess that proves it can be done but I had little if any wind.  The
visibility over the nose is near zero 
at that point so a three pointer
is not as comfortable as a smooth tail low wheel landing.  With any
crosswind I'll do wheel landings and then plant in on with forward
stick. 

Larry I went through the same response about low visibility in three point 
configuration. The thing that made the world of difference was just to slip all 
my approaches all the way through round-out. 

At first its a lot to remember but after a short time it becomes second nature. 
In fact I will now slip any bird I fly in approach just because it gives such a 
good view of the runway.
In the beginning I just practiced approach and round-out slip at altitude until 
I got the feel of how she responds. Btw the craft become very pitch sensitive 
in a slip so an extra lite touch is required on the stick.

Ps I should have my thrown plug head all welded up and machined today so I will 
be joining you in the air soon.

best wishes
Joel




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KR> Re :Heli coil and anti sieze

[j stevens]

Colin wrote

Joel & netters
Aluminum is not too soft to hold onto plugs if they are torqued properly.  I 
have completed more tune-ups on aluminum head engines than I can remember, and 
never had a properly torqued plug back out.  The secret is to use Permatex 
Antiseize on the plug threads, and install at the recommended 20 ft# of torque. 
 Only if the threads are worn out, or some of the original threads have been 
pulled out by removing plugs in the past will you run into problems.  To 
properly helicoil threads is alot of headache, aggravation, and possibility of 
getting metal into the engine if done with the heads installed.  Protect and 
prevent, is better than repair.

Colin :

In fact the plug that was thrown was antisiezed, which as I understand it ( 
correct me if I am wrong), is to prevent seizing, which in my mind is the 
opposite of throwing a plug.


I agree there is some effort to install( and I personally would not try to 
drill the plug holes with out removing the heads!), but in the building process 
the heads will be off at some point. I will install the heli coil on the thrown 
head now and do the other side later when I can use the opportunity to inspect 
the valves, seats,  guides, pistons,rings, etc.
and the cost to have a machinist install the heli coil  is $10 a plug. 
Otherwise you have to buy a special tool kit which cost @ $200.

In my misfortune I have been told by a half dozen machinist and VW experts that 
the plugs should be helicoiled or inserted with some type of thread 
strengthener.

Joel




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KR> thrown plug

[j stevens]

I threw a plug the other day, I was told that all bolts and screws into 
aluminum should be heli-coiled, I  want to put this out there as a heads up.
The problem is that aluminum  is so soft it vibrates plugs out very easily.

Joel



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KR> RE short landings

[j stevens]

I was considering using a belly board but after some experiments in 
slipping into flare I don't feel the need for a speed brake. unless I 
want to land on a heliport. 8-)

Joel



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KR> next soultion

[j stevens]

Hay all
encountered a situation upon inspection after a hard landing, the tail 
spring had bent about 30 degrees so I machined a new spring that was 
twice as wide and an 8th inch thicker (overkill?), well I did not want 
to do this again.
The good news is that I gained quite a bit of turn radius (I can pivot 
on my wing tips) and I installed a rubber noise damper so the tail wheel 
noise is significantly reduced. I also gained about 1 inch of runway 
view on roll up.
It does not spring as much on touch down but I think that is also a 
plus, the bird seems to settle faster.
Well that solved I filled her up and took to the air only to have loss 
of rpm's on the the forth downwind.
mixture meter  lean, fuel pressure low .
Ok so I pulled the filter, clean.  Did several  static tests, normal.  
Replaced the cowling and taxied out. Run up, normal.
again at about downwind I get rough running and rpm's at no more than 
2500 mixture now reads rich, fuel pressure high(5.8).When I started the 
bird several days later she ran fine until downwind.

Am thinking that do to the added heat in cowling (exhaust wrap removed 
for cabin heat), I might be getting vapor lock.
Any comments; ideas; experience; or suggestions  very welcome.

thanks in advance.

Joel



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KR> Re folding wing (Ray)

[j stevens]

Ray
Can You give me an idea of about how much time it takes to install the 
folding wing mechanism, and if it seems to be safe. Also what is the 
hurdle you have experienced due to the wing tanks?

Thanks
Joel



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KR> short field over obstructions

[j stevens]

latest experiences in landing:

Went out Saturday for some pattern work, with the idea of getting the 
landing roll even shorter.
After three full stop landings I wanted to make the last one a thing of 
beauty.
I noticed on my previous finals  I could slip her in with quite a rate 
of decent.
So this time I flew a shortened pattern turned final was hot and still 
had about 900 feet to lose, (looked like I would never get it down in 
time.) in fact I have never seen the final from such an attitude!! 
Anyway I put in as much slip as I could and still stay on course and man 
did I come down, I must have been coming in on a 45 degree angle.
and yet my air speed and altitude just before the numbers was perfect
After taking off the slip and flaring I got a 3 pointer that was like 
stepping off a 6 inch  ledge , I got right on the brakes as usual,  to 
my amazement I had it stopped before the first turn off, in fact I had 
to add power to get to the turn off!!
The runway is 2400 feet the 2nd turn off is half that , I think the 
first turn off is a little over half  that.  I never thought I would 
have to add power to finish a landing roll for a 6 to 7 hundred foot 
runway,  not in this  bird any way. 
Next time I go out I am going to get a better idea of how close that 
first turn off is.

Regards
Joel



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KR> Re short field over obstructions (ken)

[j stevens]

Joel,

What is your stall speed and what is your approach speeds (final, short
final, touch down)?  Is your plane a KR-2 and what is your empty weight?

Ken Jones
N5834 (taxiing)

Ken:

my unofficial stall speed is @55 MPH (thats as slow as I have tested it).
On final approach I like to keep it a little hot at 75-80 MPH short final I 
bleed it to about 60 and in ground effect I have seen 50 mph. I am not sure 
what touch down speed I don't like to take my eyes off the attitude and runway 
edges. My bird is a KR2s tail dragger and empty weight is 674 lbs.

Hope this helps
Joel 
- Original Message - 
From: "j stevens" 
To: 
Sent: Sunday, April 25, 2004 11:59 PM
Subject: KR> short field over obstructions



>> latest experiences in landing:
>



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KR> Re Tail wheel endurance

[j stevens]

>
>
>>Thanks Larry
>>I guess I should have figured the speed rating. For the weight limits 
>>you think six times the weight of the tail, for hard landings?
>  
>
++

Odds are the tail is NEVER going to hit that hard.  I'd think two times
the tail weight with "all souls on board" and fuel, if you have wing
tanks, (behind CG) would be more than enough.  As a matter of
fact, I can't think of a situation where tail weight X 1 wouldn't
be enough.  Rough field operations, maybe? Maybe if you "drop
it in" sometime but Geeze, I'd hate to be riding with you if you
drop it in hard enough to break the tailwheel assy !!! 

Larry Flesner


LOL Larry I think that would the famous  COIN landing
heads tails, heads tails.:)

Joel




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KR> Re tail wheel endurance

[j stevens]

Thanks Larry
I guess I should have figured the speed rating. For the weight limits 
you think six times the weight of the tail, for hard landings?




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KR> Tail wheel endurance stats

[j stevens]

Hi all
 Lam in the process of enlarging my 3" tail wheel and need to know what 
the min weight and speed ratings should be for my KR2s.

thanks Joel



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KR> Re tail wheel geo (Larry)

[j stevens]

Hi Larry
I noticed that brakes added a squirrelly feel to landing also. I have the heel 
brakes so my feet had to do a lot of work on roll out. However I have found 
that by getting on the brakes as soon as possible,on touch down, with practice 
I could almost ignore the rudder factor, using rudder for larger corrections,  
makes for a much simpler roll out,as well as allowing a significantly shorter 
roll. It does take a gentle touch but by eliminating the rudder input the 
learning curve is fairly quick.

BTW I have completely solved the oil leak at the push rods w/the use of spring 
loaded ones which are much easier to install and remove.

 Regards 
 Joel



 I've found I NEVER use
the brakes for directional control except for tight turns while in the
slow taxi mode.  The rudder and tail wheel have handled directional
control for all encounters to this point.  At this point I feel that if
I need brake for directional control at speed, I've probably lost it
already.  I've found the "squirelly" part of ground handling is the 
time on landing when the tailwheel comes down and I start braking
till I come to a stop.  The brakes provide too much directional control
and if not applied evenly will start you zig zagging as you try to
maintain control.  When that happens get off the brakes, regain
directional control, then get back on the brakes.  It works for me.

Larry Flesner




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KR> oil leak (ray)

[j stevens]

Hi Ray
 I am flying the VW 1915.The oil leak I was referring to was at the push 
rods. I had the  double nut lock type after market rod covers but they 
always required adjustment and leaked. I replaced them with spring 
loaded ones that are a snap to install and do not leak a drop of oil, 
and since they are spring loaded they need no adjustments.

Joel



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KR> tailwheel help pls

[j stevens]

Does anyone know what the minimum load and speed ratings for the KR2s 
tail wheel is?

Joel



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KR> wing failure

[j stevens]

Hi all
 I want to warn everyone that a problem exist with the current wing 
attachment .
I was flying at 3000 ft and put the craft into a high speed stall 
attitude when I noticed the right wing was vibrating.
I set the bird straight and level but it was too late the wing broke off 
and I spiraled to the ground. Thank goodness I installed a brs or I 
would be here today to tell you all what the problem is.
After getting on the ground I realized that the problem was that It
 was April 1st

thanks Mark for the heads up :)

Joel



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KR>supplier accolades

[j stevens]

Hi all
 don't know if I already gave this info but I just have to mention THE 
REAL SOURCE,. These people provide a great source for VW parts . There 
shipping is fast and the service exceptional. I ordered a set of spring 
loaded push rod covers (nylon), didn not feel 100% about the thinness of 
the covers, sent it back and exchanged them for the gold anodize 
aluminum spring loaded covers (which are beautiful). Even thought it was 
no fault of theirs they gave me a $20 discount on a $50 item and did not 
charge for the return shipping.!!!
Just had to pass that along. Their web address is:

www.800luvbugg.com
1-800-luv-bugg
Joel




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KR>3 point landings

[j stevens]

colin wrote:

Joel,
  I would =
encourage all to follow these minimum guidelines for safety sake even =
not required for experimental certificated aircraft.  Joel the 3 =
pointers are great for light wind conditions, but I would still stay =



Colin & Bev Rainey


Good points Colin
To stay current is important in anything we do,its critical in life threatening 
conditions. 

Because I can nail the much more difficult 3 pointers, I feel extremely 
confident in performing wheeled landings.

Safe flying, like anything else requires the confidence that comes after 
successfully passing the acid test.

Joel







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KR>brs install pic (for Joe)

[j stevens]

This is the Port Chute and rocket
Joel



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KR>Areo carb critique

[j stevens]

Does anyone have  knowledge of or experience  with the Areo carb from Sonex
for use on the VW. I am considering upgrading from the Zenith .

Regards
Joel



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KR>aerocarb (mark Jones)

[j stevens]

Thanks Mark very usefull info.

Joel



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KR>belly board (Larry)

[j stevens]

Larry Flesner wrote:

I have no handle mechanism.  My belly
board (  9" X 30" ) is operated with an elect motor/jack screw.
The base of the motor is anchored and the jackscrew makes
a straight line push/pull on the board to activate. 

Larry that is a great way to activate your belly board .I would consider 
installing such a mechanism could you send a few more photos of you 
installation inside and out? And may be a shot of your switch?

Thanks Joel
j...@usfamily.net




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KR>Re: tail dragger ground handeling

[j stevens]

 My instructor, who has extensive tail dragger time, warned  that more 
accidents happen during high speed taxi test than during any phase of 
tail dragger flight. I do not think we did any hs taxis. His feeling 
being you get the feel during take off with out the extra danger 
inherent in powering back. For example shortened or no runway, change in 
torque etc.
I have to admit I would not want to have to think about powering back, 
braking and a short runway if I was in the middle of a potential ground 
loop. You have to literally be on your toes in a tail dragger roll. Just 
something to consider when deciding weather to high speed taxi of not.

As far as wheeled vs three point landings I always land three point . A 
wheeled landing is much easier for sure but it gobbles up a lot of 
runway , and since my home base is a short field I do not have the 
luxury of a wheeled landing. Besides its important for me to know  just 
how short a field I can land on.

Joel.



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KR>re:tail dragger ground handling (colin & dan)

[j stevens]

From: "Colin & Bev Rainey"

Joel,
Please pay close attention to the information provided by the pilots who =
have been flying KRs.  They all agree that wheel landing the KR is =
virtually the only safe way to land this airplane due to the way it =
behaves, aerodynamics of this design etc... You will probably have to =
consider changing your home airfield if things are that tight, or choose =
a more suitable aircraft that has better STOL performance 


Dan Heath wrote

Are you flying a KR now? If not, and you are planning on always doing 3
point, I think you better re-plan. If you have a short field, I think you
need to plan on a belly board, but don't plan on 3 point in a KR. =0D


Thanks Colin and Dan, all of my tail dragger time is in my kr2s.
I for one have no problem doing three pointers all day long. As I said before 
you must be on your toes or as one post said have happy feet.
My KR may be more stable than most, I cant say but it lands fine on 3 pts.

As far as changing fields due to length, Colin if my instructor thought I could 
not land safely on a short field he would not have signed me off  after  
perfect 3 pointers on  a short field.
Btw by landing 3 pt I am able to stop the kr in less than half the length of my 
short field.

Thanks again 
Joel




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KR>re wheel vs 3 pt landings( Brian)

[j stevens]

Brian wrote:

I don't agree that a wheel landing is the only safe way to land a KR.  I di=
d about a hundred three point landings in my KR before I even learned how t=
o do a wheel landing.

You do need to keep in mind that you don't do a "normal" three point landin=

 Thanks Brian, good points.
 When I initially was learning to land we used the exact procedure you 
described. We called it a modified 3 ptr it was necessary to avoid 
bouncing.Later in my training However I became able to do full three pointers,( 
my instructor was impressed with my ability to land even better than himself) 
so may be its just me.  I prefer the full 3 ptr; I do not have to "push the 
stick forward "; I land at a slower speed; and when I touch down the tenancy to 
bounce is all but eliminated. but I do fly in ground effect a little more but 
my kr still has positive controll in these floats and it cuts my roll-out way 
down, even more so than the modified Three point landings.

Thanks for your comments
 Joel 




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KR>BRS installed

[j stevens]

Came across a KR2 BRS for sale. Can anyone tell me
anything about a KR2 with a BRS. Did anyone ever use one? Does anyone have one 
mounted? Where would u mount one and what effect does it have on flight 
charasterics?___

Joe I installed a 1050 on my kr2s. The kr has an installation plan already 
drawn up at BRS, If you contact them they will be more than helpful. Talk w/ 
Brent he has seen my project and is very helpful.

the 1050 weights @23 lbs thats including the harness the actual soft pack 
(which I recommend vs the canister)is about 18 lbs.
I have flown since installation and have noticed only a slightly heavier nose, 
since I mounted it in the forward baggage comp. The harness, if installed 
correctly has  no noticeable effect on aerodynamics.
I must say that the peace of mind the brs gives me is worth much more than the 
cost and time to install.The nose can be compensated w/ a little counter weight.
If you have any more  questions feel free.

Joel 




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KR>Re ameri- King

[j stevens]

   >On Tue, 17 Feb 2004 13:48:16 EST boeing757me...@aol.com writes:
>  
>
>>Be careful! Some encoders send uncorrected barometric pressure and 
>>ATC puts 
>>the correction in automaticallyto what ever the local barro is at 

- Ignored:
>>that time.  I 
>>might be able to find out at work if we have access to the books.
>>
>>Chris Theroux
>>Gilbert, AZ
>>___
>>to UNsubscribe from KRnet, send a message to 
>>
Is your encoder new? I installed a used one and it required an A&P to 
certify it. The A&P has a piece of equipment that brings the encoder up 
to altitude and checks the readings . The dangerous thing is a faulty  
encoder may work at certain altitudes and not at others.
If its new may be you can send it back to the company.

Joel





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KR>BRS installed

[j stevens]

Came across a KR2 BRS for sale. Can anyone tell me
anything about a KR2 with a BRS. Did anyone ever use one? Does anyone 
have one mounted? Where would u mount one and what effect does it have 
on flight charasterics?___

Joe I installed a 1050 on my kr2s. The kr has an installation plan 
already drawn up at BRS, If you contact them they will be more than 
helpful. Talk w/ Brent he has seen my project and is very helpful.

the 1050 weights @23 lbs thats including the harness the actual soft 
pack (which I recommend vs the canister)is about 18 lbs.
I have flown since installation and have noticed only a slightly heavier 
nose, since I mounted it in the forward baggage comp. The harness, if 
installed correctly has  no noticeable effect on aerodynamics.
I must say that the peace of mind the brs gives me is worth much more 
than the cost and time to install.The nose can be compensated w/ a 
little counter weight.
If you have any more  questions feel free.

Joel



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KR>Re slipping KR

[j stevens]

Message: 23


>>I had my first ride in a KR at the Rough River Falls gathering, in N4DD with
>>Dan Diehl on the stick. He slipped it all the way to landing and it didn't
>>do anything that I did not expect a plane in a slip to do.
>>Daniel R. Heath - Columbia, SC
>  
>
+

I tried a few slips yesterday at altitude using 85 indicated
and I didn't get the "very quick" nose down pitch.  I think
that I came in with mostly rudder this time and the wing
seemed to go down on it's own.  I held the slip for 3 to 4
hundred feet and was getting a pretty high sink rate. I'll
have to do some more testing with different control inputs
and feel it out some more.  The one thing I'm sure of is that
it is a lot more difficult to do a "smooth" slip in the KR than
in the much larger aircraft like a Tripacer.  Maybe it's just
a matter of practice.  The other thing I'm sure of is I love
my speed brake!

I flew formation with a Mooney yesterday.  He was using
23" and 2400 rpm.  I was at full throttle cruise pulling
about 2550 rpm from the 0-200.  When I get some wheel
pants installed I should be able to give him a good run.

I've managed to fly 7.5 hours in 5 days.  I've got 20+
landings and takeoffs now and I've seen my life flash
before my eyes so many times it's like watching re-runs
on T.V. !!   

Larry Flesner

Funny Larry I can relate. I was in a situation where my instructor was 
unavailable so I had a different instructor  train me.  I knew we  were in the 
thick of it when we took off the instructor got 50 ft off the runway and we 
were looking at the sky up then down at the runway.  So now I had to land the 
ship on my own for the first time and on a short strip. Talk about  the acid 
test.

My Kr is much more sensitive during slips than anything I have flown.  Its 
pitch sensitivity increases but with practice it becomes second nature. Besides 
half of the fun of my KR is its sensitivity. My instructor said it flies like a 
fighter.

Joel




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KR>spins

[j stevens]

Does anyone have knowledge of KR spin handling.

Joel



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KR>fuel pump

[j stevens]

My KR came with the high pressure facet . It was causing the engine to 
hesitate upon application of full power,(not a pleasant feeling on take 
off). After I replaced it with the low pressure facet  my Zenith has no 
problem handling the flow.

Joel
KR2s  now with cabin heat umm toasty



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KR>Excellent source for VW info and inexpensive parts

[j stevens]

Hi all,

I just found this super site for VW engine service and parts **Rocky** 
**Mountain** **Motorworks  ** 

It seems to have a lot of info, forums ect and the parts are priced well.

Joel



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KR>Excellent source for VW info and inexpensive parts

[j stevens]

Hi all,

I just found this super site for VW engine service and parts **Rocky** 
**Mountain** **Motorworks  ** 

It seems to have a lot of info, forums ect and the parts are priced well.

Joel



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KR>flushing tanks

[j stevens]

Hi all, can anyone tell me how to flush my wing tanks.

My engine was getting starved of fuel when I switched tanks and I found a ball 
of building mater in  one filter.

I bought Dean Selbys  kr2s and I believe the tanks have baffles. How do I get 
around the baffles with a hose?

Thanks
Joel



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KR>crosswinds and stalls

[j stevens]

Hi can anyone tell me what the demonstrated crosswind componant is on the KR2? 
Also what can I expect for stall warning and tendancy to stall spin?

Thanks  Joel
first solo in KR2 12-2-03


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KR>Fw: crosswinds and stalls

[j stevens]

- Original Message - 
From: j stevens 
To: krlist 
Sent: Wednesday, December 03, 2003 6:53 AM
Subject: crosswinds and stalls


Hi can anyone tell me what the demonstrated crosswind componant is on the KR2? 
Also what can I expect for stall warning and tendancy to stall spin?

Thanks  Joel
first solo in KR2 12-2-03


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KR>crosswinds

[j stevens]

Thanks Bud very usefull info.

Joel kr2s


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KR>long hard summer is over

[j stevens]

Well  delay after delay I finally got my tailwheel endorsement today.

 I bought the kr in June and one system after another went down. The major one 
being the elect igntion. Without the secondary ignition my instructor would not 
fly in the kr.

after starting with this instructer he plans to leave the country in a few 
days.  And instructers who will train in a kr are scarce around here .  I fixed 
the ig. prob., flew for two hrs got endorsed and 
finished instalation if my brs all today whew!!!

And to top it off my instructer could not get over how well iIwas able to land 
in such a short time.

I even stoped the bird in 1200 ft of runway!

Needless to say Ill be rackin out the hours now.

later
Joel kr2s


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KR>fiberglass repair help

[j stevens]

Hi all can anyone recommend a good book or video of fiberglass repair?

thanks Joel


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