KR> KR Flight Report

[Jeff Scott]

I rewrote my flight report (to correct typos and grammar) and added a few more 
things to it. ?Rather than posting it here, I'll point you to one of my web 
pages. ?It is at the bottom of  if 
you wish to read more.

-Jeff Scott
Los Alamos, NM

KR> KR Flight Report

[Jeff Scott]

It's been a few weeks since I got my KR back into the air and got started on 
Engine break-in and evaluating the changes in the perfromance of the plane. ?I 
have roughly 10 hours on the new top end now, so temps and performance are 
finally starting to settle in.

In February, as part of the annual I installed new Superior cylinders on my 
O-200 with the 8.5:1 O-200-D pistons. ?I removed my Slick magnetos and sold 
them, then replaced them with 2 new P-mags. ?During break-in, I have been 
running the P-mags with the conservative timing curve limiting the spark 
advance to 34 degrees. ?Now that the engine temps have settled down, I'll be 
changing to the aggressive timing curve that will allow the spark advance up to 
39 degress. As of this writing, I have not tried the aggressive timing curve 
yet.

Additionally, I cut down the exit area on the cowling and extended the lower 
cowl back to match up with the front of the firewall. ?I then added a servo 
actuated cowl flap. ?Other changes included removal of the spring biasing trim 
I installed several years ago and the addition of a servo actuated trim tab in 
the right elevator. ?I added intersection fairings to the wheel pants to clean 
up the air flow and cover the flat gussets that were still sticking out in the 
wind. ?I also corrected some wiring issues with the plane, built a new 
instrument panel replaced the fuses with breakers, replaced all of the 
switches, added a Dynon pocket panel and added all LED illumination to light 
the panel better for night flight. ?I also pulled the graphics off the plane, 
repainted some sections of the plane and am waiting for delivery of new 
graphics with a new scheme for it. ?All of this work is documents with lots of 
photos at .

First flights: ?The first thing I discovered was that #2 CHT was running pretty 
warm and my oil temps were running much warmer than normal. ?Of course that was 
kind of expected since I was breaking in a new top end with new cylinders. ?My 
experience with overhauling cylinders is that a good quality hone job usually 
takes a couple of hours for the temps to settle in. ?Same with chrome 
cylinders. ?With new nitrided cylinders, I have 10 hours on it so far, but the 
temps are still coming down a bit with every flight. ?Right now under summer 
conditions, my oil temps are running at 205 - 210. ?My hottest CHT runs at 390 
during climb out, then settles with all the CHTs even at 325 in cruise.

I had convinced myself that I had somehow created a dog out of my nice flying 
KR. ?However, all of my flying since completion has been in hot, rough air with 
density altitudes between 11,500 and 14,000'. ?It's really difficult to 
establish any kind of usable numbers from those conditions. ?I had pretty much 
convinced myself that I had created a dog from my nice flying KR.

Today I was able to spend some time in smooth air doing some one on one flying 
vs a Cirrus SR-20. ?The reason that was important to me is that the numbers on 
the Cirrus are well established and this particular Cirrus flies the book to 
the numbers very nicely. ?Additionally, this Cirrus is owned by a friend and he 
and I have many, many hours flying side by side and racing each other. ?I have 
always been able to smoke the Cirrus in a big way in climb performance, but 
once we reached altitude, he would gradually creep up on me and walk away at 
abou 2 - 3 knots faster than my KR. ?If we were going to fly together, I always 
needed for him to reduce throttle just a little. ?Today's comparison was an eye 
opener. ?As usual, I let him take off first, and went smoking by during climb 
out. ?Then I throttled back enroute to our destination cruising at 10,500'. 
?After 30 minutes, I finally turned a wide 360 to let him catch up. ?I then 
dropped into formation with him, throttle up and passed him. ?Ok, well, I had 
just descended from above him, so I throttled back and let him pass me at the 
same altitude, then throttled back up and passed him again, with the KR 
steadily moving away at 1 - 2 knots faster than the Cirrus. ?The Cirrus has 
well established numbers showing that it flies at 155 kts under those 
conditions. ?My conclusion is that at full throttle level flight, my KR now 
tops out at roughly 156+ kts, which is right at 180 mph. ?My normal cruise is 
more in the range of 140 kts (160 mph). ?My goal when I started on these mods 
was to reach 155 kts at full throttle level flight. ?I really thought I had 
failed as previous flights had only shown a top speed of 151 kts. ?However, I 
had only got one other chance to actually run the plane in smooth air at the 
engine was still very early in the break-in at that time. ?But from today's 
flight I found that I was indeed successful at reaching my quest for speed.

My impression of the P-mag performance: ?So far, I haven't seen anything great 
in the way of performance or fuel savings flying the Pmags. ?However, a caveat 
to that is that I have alwa

KR> flight report

[Mark Langford]

Larry Flesner wrote:

>What software are others using?

Larry,

Irfanview is a good one, and free.  Very cool with the grandkids, but 
somehow I don't picture you as a grandpa!

Someday I'll have an airplane again.  Working on the intake manifold and 
cutting holes in the panel now...

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

KR> flight report

[Larry&Sallie Flesner]

Things a bit slow on the net so I'll make a flight report.  Had my 
twin grand kids, Henry and Eleanor, in town for their 6th 
birthday.  They got their first airplane ride Friday evening just 
before sunset in grandpa's KR2.  Two future pilots in the making.  I 
used one of their booster seats to elevate them so they could see 
better.  Smooth ride, memories in the making.  Life is good.   Tried 
to plug in a picture but couldn't get it small enough.  What software 
are others using?  I have windows 7 with Windows Live Photo Gallery 
and use Eudora for e-mail.

Larry Flesner

KR> flight report

[Lee Van Dyke]

Netters,

Snakebite had the first flight in 14 months the other day.  Temps were not the 
best, and the sputters comming from the front end of the airplane made me 
clinch.  Oil temp still to high.  I talked the Scott Caslier from Hummel 
engines, Steve Glover and Jeff Scott who were at Copperstate.  I readjusted the 
mag, I was 5 degrees advanced.  After the adjustment, all ran fine temps were 
much better, oil temp was better but I still need to do more work.  I have the 
new cowl about 90% done.  I will have to do some better testing, but it appears 
to be faster than the RR cowl.  It is great to have it back in the AIR.  I will 
give more updates as I do more testing.

Lee Van Dyke

KR> Flight Report

[Mark Jones]

Woke up this morning at 5:00 am but could not drag myself out of the bed till 
5:30. You know an old man needs his rest. Anyway, got to the airport and had 
N886MJ prepped and ready to go at 6:30 am. Checked the weather: clear skies, 
visibility unlimited, winds 10 mph at 110 (straight down the runway). Called 
the tower and had to taxi to the far end of the airport which is just over a 
mile (5,880' runway). By then, the oil temps, oil pressure,head temps had all 
settled in for a nice flight. Called the tower and requested that I climb to 
5,000' and stay in close proximity of the field. They cleared me to go. At lift 
off, I was indicating 3150 rpm and as I climbed out she settled in at 3350 rpm. 
Wow, that felt good and climb was steep. It was bumpy as Hades till 3,000' and 
then it was smooth as glass. I leveled off at 5,000' and closely monitored the 
engine gauges. I recorded them every fifteen minutes. Here are the results 
averaged:
Cruising at 3000 rpm:
EGT: 1320°
Oil Temp: 215°
Oil PSI: 30
CHT: 300°
Right now I am one happy camper or should I say KR/Corvair flier. At 1.2 hours 
into the flight I called the tower and asked for clearance to land. The winds 
had shifted to 140° which gave me a 30° crosswind and were now steady at 25 mph 
gusting to 40 mph. As I descended through 3,000' things got real turbulent and 
the KR started bouncing all around. Great, this is going to be fun I thought. 
Anyway, as I crabbed her down to flare, I had to really test my flying skills. 
One small bounce and she was planted firmly. When I arrived at hangar, all 
temps etc. were great. There was no oil on the bottom of the plane and no oil 
leaks on the engine. Life is good again!!!
YEHAAA

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

KR> Flight Report

[Lee Van Dyke]

Congratulations Mark.

Now you can fly out to AZ and visit

Lee

KR> Flight report.

[Mark Jones]

Today I bit the bullet and said I will not let this cold keep me earth bound 
any longer. I went to the hangar at 1:30 and began pre-heating my engine. The 
skies were clear and the outside air temp was 10° as was the temp in the 
hangar. Wind was at 14 mph almost straight down the runway. I allowed the 
pre-heater to run for 45 minutes and I also heated the cockpit. After this was 
done, I pulled N886MJ out to brave the frigid temps. Wind chill was at -11°. I 
quickly jumped in the cockpit and closed the door to retain as much heat as 
possible as I have no heat in the plane. I hit the starter and she fired right 
up as if it were a summer day. I allowed the oil temp to increase and called 
for taxi to the active. Once cleared to go, she accelerated very fast in the 
cold dense air and jumped off the pavement faster than ever before. I made two 
circuits and two full stop landings. Then I left the pattern on the third 
takeoff and leveled out at 3000'. Once trimmed out, she settled in at 154mph 
indicated. Wow, good performance numbers for me. The KR truly loves this cold 
air and like you all said, she did not break. I then returned to the pattern 
and made three more circuits with full stop landings. This thing they call 
flying is great and I will never get enough of it. Today was a 
yeeeh day for me. Life is great.

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

KR> Flight report

[Karl]

Very rough, try 22.5"

Karl

-Original Message-


That is one of the nice things about having a manifold pressure gauge.
Seting the throttle at 21" of pressure is 75% power regardless of what your
altitude or the temperature is.  (21" being roughly 75% of 29.92")

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

KR> Flight report

[oldbiker...@aol.com]

75%of 29.92 = 22.44
Ray Lee
KR29763

KR> Flight report

[Martindale Family]

2900rpm at 6000 feet doesn't sound too bad though given Mark's probably back 
to 75% or less power at that altitude. He's just a heavy little fella...too 
much mother's milk :-)

John Martindale
29 Jane Circuit
TOORMINA NSW 2452
AUSTRALIA

phone:  61 2 66584767 (H)
 61 2 66869075 (W)
mobile:  0403 049990
email:johnja...@optusnet.com.au
web: www.members.optusnet.com.au/johnjanet/Martindale.htm

- Original Message - 
From: "Pete Diffey" 
To: "Mark Jones" ; "KRnet" 
Sent: Monday, January 08, 2007 11:17 AM
Subject: Re: KR> Flight report


> Hi Mark,
>
> That is interesting, I would have expected more !
>
> What do you get flat out ? and what is the max revs in level flight
>
> I am surprised you are cruising at 2900 revs, is that normal cruise revs
> for a corvair? As it is a car engine, I would have expected that it
> could be propped to cruise at more like 3100 - similar to a VW. What is
> your max static RPM, if it is much under 3200, I would suspect that you
> are either over propped ( and looking at the pics that does not look
> likely ) or under carbed. it could be that blocking off your direct air
> intake was giving you an over-rich mixture - your CHT would possibly
> give a clue if that was the case.
>
> Pete
>> Now, today at 6000' and turning my Sensenich 54x52 at 2900 rpm as cruise, 
>> I was getting 138 mph true
>>
>>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Flight report mixtures, hhhhhmmmm.

[Randy Smith]

The incoming air is just too cold, then it accelerates
in the carb throat, and then no heat in the intake, so
it never properly mixes.

 I went to a class lycoming gave when I was visiting
in Cal. One of the things they told use, when it is
cold below 50* was to pull the carb heat out until you
see a drop in RPMs and then push until it picks back
up. After that adjust the mixture again. When coming
home I climbed to 13500 did what they said and saved
another gal.an hour,plus the engine ran smoother. Try
it sometime.


--- Colin Rainey  wrote:

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KR> Flight report

[Colin Rainey]

Mark said: RPM: 2900 Exhaust temp: 1250 Oil PSI: 35 CHT: 280 Indicated MPH:
125

I don't believe Mark's numbers are that far off either. Given his prop, I
made right at that speed, with RAF 48 wings, 54x48 prop (really 50 pitch)
turning 2900 rpm on a VW and 125 to 130 mph. I think he has a clean plane,
or as clean as mine was, and as our discussion agreed earlier, cruise is
more of a function of lack of drag, then other factors (although they all
play a part for sure).
Speaking of drag, Mark may be up against a little bit of what the Spam cans
are up against. He is heavier AND more stable with a more forward CG. This
means at cruise he has a higher angle of attack than say Mark L, or maybe
even mine, since mine is a KR2 plans built and header only tank (no comment
for or against). How much more angle of attack I don't know, but it seems
with these little planes, every little bit of something makes a difference.
I know mine is definitely more "busy" at cruise with the weight of two on
board, and my CG hits 1/2" from the agreed upon limit (not using the last 2
inches Ken originally published). This may account for similar speeds with
lower hp and less pitch, but same disc area, and similar fuse (we are a
tailwheel also), due to lower angle of attack/drag.

I do think that Mark probably did not have carb icing, as Brian hinted at,
especially if it cleared up nearly immediately. This almost never happens
with carb icing. It usually seems to worsen with the application of the carb
heat, because it further richens the mixture aggravating the condition
temporarily. Gradually the rpms will recover to almost the point prior to
the rough running. If when Mark applied carb heat, the engine almost
immediately began running better, I would be more inclined to believe that
the heat was now causing better atomization and mixing, restoring the lost
power. The 20 minutes of flight prior would have been time enough for the
engine heat to be lost after his warm-up and engine run up check, and the
heads to be cooled to the point that even inside the cowling air was just
not hot enough, especially with that same air circulating around those free
standing intake tubes. Couple this with cooling from the fuel itself, and
you would have a significant problem.

At least for Winter use, I would plumb a tube from the exhaust, maybe with a
valve for shut off, or with an inexpensive thermac vacuum sensor that
responds to temp, directly blowing on the carb to warm it, or duct the
intake air that way full time, just like a car has for cold startup cold
running. Even today alot of fuel injected cars have it. Gotta be a reason,
and this seems like a good reason to me...

Colin Rainey
brokerpi...@bellsouth.net

KR> Flight report

[Steve Glover]

-Original Message-
At least for Winter use, I would plumb a tube from the exhaust, maybe
with a valve for shut off, or with an inexpensive thermac vacuum sensor
that responds to temp, directly blowing on the carb to warm it, or duct
the intake air that way full time, just like a car has for cold startup
cold running. Even today alot of fuel injected cars have it. Gotta be a
reason, and this seems like a good reason to me...

END.

Great, let us know when you get it installed and how it works.

Mark, you added carb heat, things got better?  Carb ice is my vote.  You
said, "As I taxied out the temp was -1°C and the dewpoint was -2°C ".
If you have temp and dewpoint within a 2 to 3 degree spread, carb ice is
likely to occur.  Even flying my KR with the Revflow carb, I avoided
flying when this condition existed.  I didn't have carb heat, just the
alternate air source to the cowl but didn't want to chance it.  I have
flown my KR across country a few times in pretty cold weather without
issue following this rule. (I sure miss that plane. I better hurry and
get my KR-1 finished.)

Fly safe

Steve Glover
Long-EZ N2121U
Former KR-2 N902G)
AJO, Ca

KR> Flight report

[Brian Kraut]

Of course everyone seems to use a little different power setting when they
measure cruise speed.  As far as I know on a standard temperature and
pressure day full throttle at about 8,000' gives you 75% power and taht is
what I generally use.  If I am off on that altitude or if anyone has a
correct formula for figuring what altitude it is for different temperatures
I would like to know what it is.

That is one of the nice things about having a manifold pressure gauge.
Seting the throttle at 21" of pressure is 75% power regardless of what your
altitude or the temperature is.  (21" being roughly 75% of 29.92")

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

-Original Message-
From: krnet-bounces+brian.kraut=engalt@mylist.net
[mailto:krnet-bounces+brian.kraut=engalt@mylist.net]On Behalf Of
Mark Jones
Sent: Sunday, January 07, 2007 7:34 PM
To: KRnet; Pete Diffey
Subject: Re: KR> Flight report


Today, I was just tooling around at 2900. Wide open rpm was hovering between
3350 and 3400 but I did not stay there long enough to get the speed up. I
did not want to push the engine just yet after doing all that work on it. I
guess I am slowly building my faith back up. Here are the specs I recorded
on my voice recorder while I was flying level at 6000'.
Altitude: 6000'
Altimeter: 30.06
Oil Temp 195
RPM: 2900
Exhaust temp: 1250
Oil PSI: 35
CHT: 280
Indicated MPH: 125


Mark Jones (N886MJ)
Wales, WI
Visit my web site: www.flykr2s.com

KR> Flight report mixtures, hhhhhmmmm.

[Brian Kraut]

That brings up another good tool in my flight testing box that I have used
before.  Pulling the carb heat will richen the mixture.  If you ever find
that your engine is running a little rough and pulling the mixture at all
makes it worse your mixture might just be too lean.  Try pulling the carb
heat to richen it up and see if that helps.

I had to do this on my KR with the Zenith carb.  Sure was nice to have a way
to make my overly lean mixture richer until I could land and turn the
mixture screw out a little.

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

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Randy Smith
Sent: Sunday, January 07, 2007 10:38 PM
To: KRnet
Subject: Re: KR> Flight report mixtures, h.


The incoming air is just too cold, then it accelerates
in the carb throat, and then no heat in the intake, so
it never properly mixes.

 I went to a class lycoming gave when I was visiting
in Cal. One of the things they told use, when it is
cold below 50* was to pull the carb heat out until you
see a drop in RPMs and then push until it picks back
up. After that adjust the mixture again. When coming
home I climbed to 13500 did what they said and saved
another gal.an hour,plus the engine ran smoother. Try
it sometime.


--- Colin Rainey  wrote:

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KR> Flight report

[Randy Smith]

On my O-360 acording to the book 21" is only 55% power
On The IO520 it was 57% power. To get 75% power on
both engines I had to be at 25"

--- Brian Kraut  wrote:

> Of course everyone seems to use a little different
> power setting when they
> measure cruise speed.  As far as I know on a
> standard temperature and
> pressure day full throttle at about 8,000' gives you
> 75% power and taht is
> what I generally use.  If I am off on that altitude
> or if anyone has a
> correct formula for figuring what altitude it is for
> different temperatures
> I would like to know what it is.
> 
> That is one of the nice things about having a
> manifold pressure gauge.
> Seting the throttle at 21" of pressure is 75% power
> regardless of what your
> altitude or the temperature is.  (21" being roughly
> 75% of 29.92")
> 
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com
> 
> -Original Message-
> From:
> krnet-bounces+brian.kraut=engalt@mylist.net
>
[mailto:krnet-bounces+brian.kraut=engalt@mylist.net]On
> Behalf Of
> Mark Jones
> Sent: Sunday, January 07, 2007 7:34 PM
> To: KRnet; Pete Diffey
> Subject: Re: KR> Flight report
> 
> 
> Today, I was just tooling around at 2900. Wide open
> rpm was hovering between
> 3350 and 3400 but I did not stay there long enough
> to get the speed up. I
> did not want to push the engine just yet after doing
> all that work on it. I
> guess I am slowly building my faith back up. Here
> are the specs I recorded
> on my voice recorder while I was flying level at
> 6000'.
> Altitude: 6000'
> Altimeter: 30.06
> Oil Temp 195
> RPM: 2900
> Exhaust temp: 1250
> Oil PSI: 35
> CHT: 280
> Indicated MPH: 125
> 
> 
> Mark Jones (N886MJ)
> Wales, WI
> Visit my web site: www.flykr2s.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
> 


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KR> Flight report

[Brian Kraut]

Hmmm, seems I can't multiply.  75% of 29.92 is more like 22.5 but that does
not agree with your numbers.  Maybe it is not a linear relationship like I
am doing it.  Someone knowing more than me please help!  Obviously we are
looking for numbers for non turbo engines here.

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

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Randy Smith
Sent: Tuesday, January 09, 2007 11:07 PM
To: KRnet
Subject: RE: KR> Flight report


On my O-360 acording to the book 21" is only 55% power
On The IO520 it was 57% power. To get 75% power on
both engines I had to be at 25"

--- Brian Kraut  wrote:

> Of course everyone seems to use a little different
> power setting when they
> measure cruise speed.  As far as I know on a
> standard temperature and
> pressure day full throttle at about 8,000' gives you
> 75% power and taht is
> what I generally use.  If I am off on that altitude
> or if anyone has a
> correct formula for figuring what altitude it is for
> different temperatures
> I would like to know what it is.
>
> That is one of the nice things about having a
> manifold pressure gauge.
> Seting the throttle at 21" of pressure is 75% power
> regardless of what your
> altitude or the temperature is.  (21" being roughly
> 75% of 29.92")
>
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com
>
> -Original Message-
> From:
> krnet-bounces+brian.kraut=engalt@mylist.net
>
[mailto:krnet-bounces+brian.kraut=engalt@mylist.net]On
> Behalf Of
> Mark Jones
> Sent: Sunday, January 07, 2007 7:34 PM
> To: KRnet; Pete Diffey
> Subject: Re: KR> Flight report
>
>
> Today, I was just tooling around at 2900. Wide open
> rpm was hovering between
> 3350 and 3400 but I did not stay there long enough
> to get the speed up. I
> did not want to push the engine just yet after doing
> all that work on it. I
> guess I am slowly building my faith back up. Here
> are the specs I recorded
> on my voice recorder while I was flying level at
> 6000'.
> Altitude: 6000'
> Altimeter: 30.06
> Oil Temp 195
> RPM: 2900
> Exhaust temp: 1250
> Oil PSI: 35
> CHT: 280
> Indicated MPH: 125
>
>
> Mark Jones (N886MJ)
> Wales, WI
> Visit my web site: www.flykr2s.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
>


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KR> Flight report

[pe...@heroic.co.uk]

> Hmmm, seems I can't multiply.  75% of 29.92 is more like 22.5 but that
> does not agree with your numbers.  Maybe it is not a linear relationship
> like I am doing it.  Someone knowing more than me please help!
> Obviously we are looking for numbers for non turbo engines here.

Interesting, I had never actually thought too much about the relationship
between power and manifold pressure.

What is clear is that max power is unlikely to be achieved at 29.92, that
would assume a perfect induction system that provided full flow ie the
carburretor and filter provided no air resistance whatsoever. A carb would
not work if that was the case, as you need the venturi to suck fuel. I
suppose it would be possible with fuel injection - one reason why fuel
injection delivers higher power.

I would imagine that the power depends not only on the mass air flow, but
also on manifold design, a bad manifold may tend to provide a poor fuel
air mix to one cylinder and a perfect mix to others, this relationship may
vary with throttle setting so a straight line relationship is unlikely.

I guess every engine installation has a unique pressure/pwr graph. I have
never seen one, I suspect that like much of aircraft design it is an
empirical process, the manufacturer does his tests, fiddles, retests and
then issues a handbook with some quite broad statement that 75% power = X
inches of pressure.

Pete

KR> Flight report

[Randy Smith]

The engine manufacturer does the testing and sets the
points. Ask anyone with a certified airplane for there
manual. It will have a chart that tells power setting
to temperatures to airspeed on a chart. My IO-520 was
in a Bellanca Viking if you look at the book it would
tell you at 1 ft 22" 2500 rpm 60* 60% power true
airspeed is 160 kts. My wife loved that Viking so much
she found me one to buy. (what a wife)

--- pe...@heroic.co.uk wrote
> 
> Interesting, I had never actually thought too much
> about the relationship
> between power and manifold pressure.
> 
> What is clear is that max power is unlikely to be
> achieved at 29.92, that
> would assume a perfect induction system that
> provided full flow ie the
> carburretor and filter provided no air resistance
> whatsoever. 




Any questions? Get answers on any topic at www.Answers.yahoo.com.  Try it now.

KR> Flight report

[Mark Jones]

I was at the airport this morning at 7am with heavy frost covering everything 
it looked like it had snowed. I goofed off till 8am before I started up N886MJ 
allowing the sun to start warming things up a bit. As I taxied out the temp was 
-1°C and the dewpoint was -2°C with the barometric at 30.60. For the winter, I 
have closed off the ram air and am sucking warm air from inside the cowl. I did 
my pre flight and called for clearance to take off. I climbed up to 6,000' 
rather quickly in the cold air. I was indicating a climb of 1900 fpm at 90mph 
indicated. Pretty nice climb rate but I do not think my VSI is exactly 
accurate. Anyway at about 20 minutes into the flight I started getting a rough 
engine. I quickly scanned the gauges and everything was normal except the rpm 
was fluctuating 50rpm or so and slowly decreasing. I reached over and pulled 
the carb heat and she immediately smoothed out and regained total rpm. Who says 
you don't need carb heat, I sure was glad I had it. BTW, my carb is an Ellison 
EFS-3A. The rest of the 1.2 hour flight was uneventful and beautiful. There was 
a lot of traffic at the airport when I returned. I think all the pilots up here 
try and get in the air when we have clear days in the winter. I got my fix 
again. KR/Corvair life is sweet. 

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

KR> Flight report

[Ron Smith]

Hi Mark,

Glad to see you are back in the air.

I would love to hear about the numbers you are getting now with the rebuilt 
engine. I know you had problems with the baffling, and when you first flew you 
were a little slower than expectations.  I'm  wondering with the Corvair what 
the  cruise difference is with regards the trigear.

Mark Langford and Bill Clapp seem to have about the same cruise with the 
Corvair taildraggers. Since you have the trigear I was wondering how your 
cruise numbers stack up now that you seem to have some of the bugs worked out.

The reason is that pretty soon I will have to make a decision on which way to 
go, either Tri, or tail.

I really love the look of your plane, and am still leaning toward trigear, I'd 
just like to know what some real world numbers are.

Have you flow a tail dragger KR? If so how did it compare to your plane?

I have about 85 hours now, none in taildraggers.


Ron Smith
Kr2ssxl
Buckeye Arizona
mercedesm...@yahoo.com
http://ronsmith.myphotoalbum.com/albums.php
 __
Do You Yahoo!?
Tired of spam?  Yahoo! Mail has the best spam protection around 
http://mail.yahoo.com 

KR> Flight report mixtures, hhhhhmmmm.

[Colin Rainey]

Mark
Glad to hear that you are back up flying and more dependable than before.
Your experience is something that I brought up some time ago, and I hope did
not go unnoticed. Especially at altitude, ALL ENGINES NEED SOME HEAT.  This
is because the fuel and air will separate if the mix is too cold and the
fuel will begin collecting in places of lower air flow, by condensing on the
walls, and then be swept into the next cylinder during its intake stroke.
Races cars run into this alot when running intakes that have an air space
under the carb where engine heat cannot warm the intake. The incoming air is
just too cold, then it accelerates in the carb throat, and then no heat in
the intake, so it never properly mixes. This leads to a rich then lean surge
and cut out.  A look at Lycoming and Continental engines shows their intake
runners run THROUGH the oil pan to get heated air by picking up engine heat
from the oil. Then look at the Corvair engine intakes: runners that never
touch the engine except by supports. Same with alot of VW guys. Dan's plane
will probably now not have that problem because he will have much shorter
runners and get heat from the engine by sitting on top of it.  Bill Clapp
reports the least amount of mixture problems from what I have read here, and
he draws air from inside the cowling all the time.

Ram air is great for wide open throttle for max power. But I would bet for
OUR applications, heat applied to the mix will give much better fuel economy
and use, and overall make our flying safer and more reliable.

JMHO

Colin Rainey
brokerpi...@bellsouth.net

KR> Flight report

[J L]

Mark,

I would be curious to know if moving the throttle and knocking the ice
off the needle would have produced similar results.

Jeff

KR> Flight report

[Brian Kraut]

Hmmm, I would never have thought that you would get carb heat with the temp
below freezing at sea level.  I would have thought that at 6,000' that there
would be no moisture left in the air to give you ice.  Guess that is why
they say you can get it at any time.

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: Sunday, January 07, 2007 12:22 PM
To: KRnet; Corvair Net
Subject: KR> Flight report


I was at the airport this morning at 7am with heavy frost covering
everything it looked like it had snowed. I goofed off till 8am before I
started up N886MJ allowing the sun to start warming things up a bit. As I
taxied out the temp was -1°C and the dewpoint was -2°C with the barometric
at 30.60. For the winter, I have closed off the ram air and am sucking warm
air from inside the cowl. I did my pre flight and called for clearance to
take off. I climbed up to 6,000' rather quickly in the cold air. I was
indicating a climb of 1900 fpm at 90mph indicated. Pretty nice climb rate
but I do not think my VSI is exactly accurate. Anyway at about 20 minutes
into the flight I started getting a rough engine. I quickly scanned the
gauges and everything was normal except the rpm was fluctuating 50rpm or so
and slowly decreasing. I reached over and pulled the carb heat and she
immediately smoothed out and regained total rpm. Who says you don't need
carb heat, I sure was glad I had it. BTW, my carb is an Ellison EFS-3A. The
rest of the 1.2 hour flight was uneventful and beautiful. There was a lot of
traffic at the airport when I returned. I think all the pilots up here try
and get in the air when we have clear days in the winter. I got my fix
again. KR/Corvair life is sweet.

Mark Jones (N886MJ)
Wales, WI
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
___
Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
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please see other KRnet info at http://www.krnet.org/info.html

KR> Flight report

[Mark Jones]

I guess that depends on how much ice is on the needle. You may not even be 
able to move the throttle. Also, if you could move the throttle to break the 
ice off you may not necessarily remove ice from inside the needle holes. 
Then again, the ice build up could be in the throat and moving the throttle 
would not affect that ice. I'll stick with the carb heat. It works every 
time.

Mark Jones (N886MJ)
Wales, WI
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
- Original Message - 
From: "J L" 
To: "Mark Jones" ; "KRnet" 
Sent: Sunday, January 07, 2007 3:02 PM
Subject: Re: KR> Flight report


> Mark,
>
> I would be curious to know if moving the throttle and knocking the ice
> off the needle would have produced similar results.
>
> Jeff 

KR> Flight report mixtures, hhhhhmmmm.

[Larry&Sallie Flesner]

At 01:30 PM 1/7/2007, you wrote:
>A look at Lycoming and Continental engines shows their intake
>runners run THROUGH the oil pan to get heated air by picking up engine heat
>from the oil.


Lycoming yes,  Continental engines, no.  At least on the small ones
up to the 0-200 .  That's why the Continental's require a good deal
of carb heat and the Lycomings don't.  My 0-200 intake tubes will
only get the heat from the down flow cooling air passing the cylinders
and the carb gets little if any heated air past it.  I like the Lycoming
setup much better for reliability.

Larry Flesner

KR> Flight report

[Joe H Horton]

Ron,
I'll take a little shot at an answer for ya here. I have the same
plane as Mark Jones and a 3100 corvair. Mine is pretty well cleaned up
and mine has been truing out at 172 mph although this morning  with
everything really working well today the true was 176 mph. From flying
with Langford and Clapp my plane is pretty equal with theirs. Climb is
also pretty darn close. Both of them as tail draggers.  I am very certain
Langford will suck my canopy off when he pass' me with his new 3100
installed. Either way you won't actually be disappointed.
Joe Horton, Coopersburg, Pa.
joe.kr2s.buil...@juno.com

On Sun, 7 Jan 2007 10:16:41 -0800 (PST) Ron Smith
 writes:
> 
> 
> Hi Mark,
> 
> Glad to see you are back in the air.
> 
> I would love to hear about the numbers you are getting now with the 
> rebuilt engine. I know you had problems with the baffling, and when 
> you first flew you were a little slower than expectations.  I'm  
> wondering with the Corvair what the  cruise difference is with 
> regards the trigear.
> 
> Mark Langford and Bill Clapp seem to have about the same cruise with 
> the Corvair taildraggers. Since you have the trigear I was wondering 
> how your cruise numbers stack up now that you seem to have some of 
> the bugs worked out.
> 
> The reason is that pretty soon I will have to make a decision on 
> which way to go, either Tri, or tail.
> 
> I really love the look of your plane, and am still leaning toward 
> trigear, I'd just like to know what some real world numbers are.
> 
> Have you flow a tail dragger KR? If so how did it compare to your 
> plane?
> 
> I have about 85 hours now, none in taildraggers.
> 
> 
> Ron Smith
> Kr2ssxl
>

KR> Flight report

[Mark Jones]

Ron and all,
My plane has been slow from the get go compared to Langford, Clapp and 
Horton. None of our planes are identical nor are any two KR's. Here are some 
thoughts as to why I have a slower plane. My KR-2S is two inches wider at 
the firewall than a stock KR-2S. My KR-2S weighed in at 771 lbs empty at 
inspection and it has gained weight since then. I would be willing to bet it 
is up to 790-800 lbs now. With full fuel and me, I am flying at 1160 lbs. My 
KR has no main wheel pants yet. The fuselage is wider at the knees vs at the 
shoulders where it should be for best aerodynamics. Now, today at 6000' and 
turning my Sensenich 54x52 at 2900 rpm as cruise, I was getting 138 mph true 
as calculated by a Virtual E6-B flight calculator.  I do not think my plane 
will ever be as fast as Hortons, Langfords or Clapps but I am happy with it.

Mark Jones (N886MJ)
Wales, WI
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
- Original Message - 
From: "Joe H Horton" 
To: 
Sent: Sunday, January 07, 2007 3:36 PM
Subject: Re: KR> Flight report


> Ron,
>I'll take a little shot at an answer for ya here. I have the same
> plane as Mark Jones and a 3100 corvair. Mine is pretty well cleaned up
> and mine has been truing out at 172 mph although this morning  with
> everything really working well today the true was 176 mph. From flying
> with Langford and Clapp my plane is pretty equal with theirs. Climb is
> also pretty darn close. Both of them as tail draggers.  I am very certain
> Langford will suck my canopy off when he pass' me with his new 3100
> installed. Either way you won't actually be disappointed.
> Joe Horton, Coopersburg, Pa.
> joe.kr2s.buil...@juno.com

KR> Flight report

[Pete Diffey]

Hi Mark,

That is interesting, I would have expected more !

What do you get flat out ? and what is the max revs in level flight

I am surprised you are cruising at 2900 revs, is that normal cruise revs 
for a corvair? As it is a car engine, I would have expected that it 
could be propped to cruise at more like 3100 - similar to a VW. What is 
your max static RPM, if it is much under 3200, I would suspect that you 
are either over propped ( and looking at the pics that does not look 
likely ) or under carbed. it could be that blocking off your direct air 
intake was giving you an over-rich mixture - your CHT would possibly 
give a clue if that was the case.

Pete
> Now, today at 6000' and turning my Sensenich 54x52 at 2900 rpm as cruise, I 
> was getting 138 mph true 
>
>   

KR> Flight report

[Mark Jones]

Today, I was just tooling around at 2900. Wide open rpm was hovering between 
3350 and 3400 but I did not stay there long enough to get the speed up. I 
did not want to push the engine just yet after doing all that work on it. I 
guess I am slowly building my faith back up. Here are the specs I recorded 
on my voice recorder while I was flying level at 6000'.
Altitude: 6000'
Altimeter: 30.06
Oil Temp 195
RPM: 2900
Exhaust temp: 1250
Oil PSI: 35
CHT: 280
Indicated MPH: 125


Mark Jones (N886MJ)
Wales, WI
Visit my web site: www.flykr2s.com
E-mail: flyk...@wi.rr.com
- Original Message - 
From: "Pete Diffey" 
To: "Mark Jones" ; "KRnet" 
Sent: Sunday, January 07, 2007 6:17 PM
Subject: Re: KR> Flight report


> Hi Mark,
>
> That is interesting, I would have expected more !
>
> What do you get flat out ? and what is the max revs in level flight
>
> I am surprised you are cruising at 2900 revs, is that normal cruise revs 
> for a corvair? As it is a car engine, I would have expected that it could 
> be propped to cruise at more like 3100 - similar to a VW. What is your max 
> static RPM, if it is much under 3200, I would suspect that you are either 
> over propped ( and looking at the pics that does not look likely ) or 
> under carbed. it could be that blocking off your direct air intake was 
> giving you an over-rich mixture - your CHT would possibly give a clue if 
> that was the case.
>

KR> Flight report

[Cris.]

Just in case someone can find it interesting, here is my report on my first
"semi-solo" on the KR2S.

I took some bicycle hours on a Kitfox before, and faced the KR two weeks
ago.
The first hour was about taxiing with the tail down, to get acquainted with
such condition.
The second hour was about giving a bit more throttle in order to raise the
tail and control the plane in high speed taxiing.
The aim is to let me handle the plane in the most difficult condition, that
is after the touch down.

After having reached acceptable handling, yesterday, finally, we went in
flight. I sat on the left and was the only one to have throttle and brakes.
The instructor (the owner of the aircraft) could easily reach the throttle
lever, while the braking was entirely up to me.

Slight wind from the right, but the front component forced us to use a
slightly downhill runway.

The standard pattern has been constantly executed at at 60 mph, lowering the
air-brake before turning base. Strange to notice, lowering the belly board
made the nose momentarily raise. The airplane is indeed very responsive and
easy to handle in this phase.

Once reached the ideal prolonging of the runway centerline we touched over
the numbers and here a completely new life started, for me. The aircraft
touches on the main wheels and one has to keep the tail up and wait for the
speed to decrease so that the tail goes down before applying the brakes.
This made me a bit upset because waiting for the right moment to brake while
the plane runs eating the runway is not a good sensation.

Altough Alberto, the instructor/owner can easily come to a complete stop in
less than 400 meters, we had to eat the whole runway (750 meters) and I
could brake only in the last 100.

About the aircraft: it is built per plan, with just minor modifies to
improve some excessively simple features (tail wheel, etc.); take off
requires a 150 meters run (really good). We checked its weight last week and
it scored an amazing 207 kg without fuel.

Ciao!

Cristiano.
Rome (ITALY)
http://www.aviocris.com/kr2s

-- 
Cristiano - flyi...@gmail.com

KR> Flight report

[Dan Heath]

That empty weight is amazing, 456 pounds is the lightest KR in the modern
era, that I have ever heard of.   It is also a beautiful airplane. 
Congratulations. 

See N64KR at http://KRBuilder.org - Then click on the pics 
See you at the 2007 - KR Gathering
There is a time for building and a time for FLYING and the time for Flying
has begun.
Daniel R. Heath - Lexington, SC
---Original Message---
About the aircraft: it is built per plan, with just minor modifies to
improve some excessively simple features (tail wheel, etc.);  We checked its
weight last week and
it scored an amazing 207 kg without fuel.
Cristiano.
Rome (ITALY)
http://www.aviocris.com/kr2s

KR> Flight Report

[Joseph H Horton]

> I got my fix tonight. The withdrawal pains are gone for now. > Mark
Jones (N886MJ)
> Wales, WI  USA
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com
> 
Good for you Mark! Your flights are for fun Mine are all work. I can
hardly wait until they are fun. 3.1 hours total time and 9 survivable
impacts with terra firma and still smiling
Joe H.

KR> Flight Report

[Larry&Sallie Flesner]

>Good for you Mark! Your flights are for fun Mine are all work. I can
>hardly wait until they are fun. 3.1 hours total time and 9 survivable
>impacts with terra firma and still smiling
>Joe H.


Come on Joe, flying the first hours on an airplane you took how many
years to build shouldn't be WORK.

Have a cold one and relax.  Enjoy the part of your dream it took you
so long to get to.

Larry Flesner  - 181 hours, needing a KR fix, but still grinnin' !!!

KR> Flight Report

[Mark Jones]

That's right Larry and you never will finish working on it. I just went to
the airport and removed my panel mount com and am putting a new squelch
tuner in it right now. This isn't work, it's fun. I think I will have a beer
too.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com



- Original Message - 
From: "Larry&Sallie Flesner" 
To: "KRnet" 
Sent: Tuesday, November 08, 2005 6:50 PM
Subject: Re: KR> Flight Report


>
> >Good for you Mark! Your flights are for fun Mine are all work. I can
> >hardly wait until they are fun. 3.1 hours total time and 9 survivable
> >impacts with terra firma and still smiling
> >Joe H.
> 
>
> Come on Joe, flying the first hours on an airplane you took how many
> years to build shouldn't be WORK.
>
> Have a cold one and relax.  Enjoy the part of your dream it took you
> so long to get to.
>
> Larry Flesner  - 181 hours, needing a KR fix, but still grinnin' !!!
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> Flight Report

[Joseph H Horton]

> Come on Joe, flying the first hours on an airplane you took how 
> many
> years to build shouldn't be WORK.
> 
> Have a cold one and relax.  Enjoy the part of your dream it took 
> you
> so long to get to.
> 
> Larry Flesner  - 181 hours, needing a KR fix, but still grinnin' 

Larry- How quickly you forget all the riveting emails you wrote and the
intimate discussions of  pucker factor. Don't you remember how using
those muscles can make ya break right out in a sweat?  I'm not having fun
-that's my story and I'm sticking to it. If my wife thought I was having
fun she would make me stop.;-)
Joe

KR> Flight Report

[Larry&Sallie Flesner]

>
>Larry- How quickly you forget all the riveting emails you wrote and the
>intimate discussions of  pucker factor. Don't you remember how using
>those muscles can make ya break right out in a sweat?
Joe

+++

You're right Joe but I don't think my pucker muscles ever pulled the
grin off my face.  It's like the first dates you had with your wife.  You
may have been nervous as h*ll but enjoyed every minute of it.
As to your wife, tell her anything it takes to keep flying.  The fun is
just beginning !!!

By the way, how is she getting along from the patio falling on her?

Larry Flesner

KR> Flight Report

[Lee Van Dyke]

I have yet to have a Night flight in AZ.  I'm working on getting checked out
for night flight.  Congrats Mark.  Right now I have the front deck cut out
so fix a small leak in the tank.  Pain in the A_ _.  Leaked fixed putting
the deck back in tomorrow.  Have fun until the snow flys.  Here in AZ this
is the best time of year to fly

Lee Van Dyke
Mesa AZ
l...@vandyke5.com

KR> Flight Report

[Joseph H. Horton]

> 
> By the way, how is she getting along from the patio falling on her?
> 
> Larry Flesner
> 
Thanks for asking. She is getting better. She started to drive again this
past week and I think that it all will just be a memory before Christmas.
KR- no flying for the next few days while the weather Gods do their
thing. I will flip the prop around tonight to see if it changes the small
vibration I still have.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Flight Report

[Ron Lee]

>  I will flip the prop around tonight to see if it changes the small
>vibration I still have.

Have you considered a dynamic prop balancing?

Ron Lee

KR> Flight Report

[Joseph H. Horton]

> 
> >  I will flip the prop around tonight to see if it changes the 
> small
> >vibration I still have.
> 
> Have you considered a dynamic prop balancing?
> 
> Ron Lee

Yes I have and that will be the next step if I can not resolve it myself.
I was told some where around $250 and that motivates me to seek all that
I can do first.
Joe Horton, Coopersburg, PA.
joe.kr2s.buil...@juno.com

KR> Flight Report

[M & C]

You could fly it without the spinner just to elimate that as a possible 
vibration problem.

Mike Turner
Jackson, Missouri
Swing the prop and light the fire, dance amoung the stars.N642MC
- Original Message - 
From: "Ron Lee" 
To: "KRnet" 
Sent: Wednesday, November 09, 2005 7:47 AM
Subject: Re: KR> Flight Report


>
>>  I will flip the prop around tonight to see if it changes the small
>>vibration I still have.
>
> Have you considered a dynamic prop balancing?
>
> Ron Lee
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 

KR> Flight Report

[Dan Heath]

If you do decide to fly without the spinner, be sure to watch the temps
closely. It can make quite a difference. 

See N64KR at http://KRBuilder.org - Then click on the pics 

See you in Mt. Vernon - 2006 - KR Gathering

There is a time for building and a time for FLYING and the time for building
is OVER.

Daniel R. Heath - Lexington, SC

---Original Message---

You could fly it without the spinner just to elimate that as a possible

vibration problem.

KR> Flight Report

[Mark Jones]

None, nada, absolutely no air under my wings. Thanks Mother Nature, you
managed to keep me grounded for another week.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com

KR> Flight Report

[Steve Glover]

Bummer, I flew for a couple hours today.  It was great!!! I sure am
going to miss this thing...Oh, did I mention I have sold my KR?  The
buyer will be picking it up between the 15th and 17th. :(

Steve Glover
KR-2 N902G
AJO, Ca




-Original Message-
From: krnet-bounces+kr02g=cox@mylist.net
[mailto:krnet-bounces+kr02g=cox@mylist.net] On Behalf Of Mark Jones
Sent: Sunday, November 06, 2005 4:57 PM
To: KR Net
Subject: KR> Flight Report


None, nada, absolutely no air under my wings. Thanks Mother Nature, you
managed to keep me grounded for another week.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com





___
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please see other KRnet info at http://www.krnet.org/info.html

KR> Flight Report

[Bob Glidden]

Congrats Steve.I hope the new owner continues to bring it around,you done a 
great job on it

Bob Glidden
Eminence,Indiana
KR2S N181FW (building)
Corvair 110
glid...@ccrtc.com
- Original Message - 
From: "Steve Glover" 
To: "'KRnet'" 
Sent: Sunday, November 06, 2005 9:09 PM
Subject: RE: KR> Flight Report


> Bummer, I flew for a couple hours today.  It was great!!! I sure am
> going to miss this thing...Oh, did I mention I have sold my KR?  The
> buyer will be picking it up between the 15th and 17th. :(
>
> Steve Glover
> KR-2 N902G
> AJO, Ca
> 
>
>
>
> -Original Message-
> From: krnet-bounces+kr02g=cox@mylist.net
> [mailto:krnet-bounces+kr02g=cox@mylist.net] On Behalf Of Mark Jones
> Sent: Sunday, November 06, 2005 4:57 PM
> To: KR Net
> Subject: KR> Flight Report
>
>
> None, nada, absolutely no air under my wings. Thanks Mother Nature, you
> managed to keep me grounded for another week.
>
> Mark Jones (N886MJ)
> Wales, WI  USA
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.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
> ---
> ---
>
> 

---
---

KR> Flight Report

[Brian Kraut]

Oh no, tell us it is not true.

You are not building one of erector set airplanes, are you?

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

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Steve Glover
Sent: Sunday, November 06, 2005 9:09 PM
To: 'KRnet'
Subject: RE: KR> Flight Report


Bummer, I flew for a couple hours today.  It was great!!! I sure am
going to miss this thing...Oh, did I mention I have sold my KR?  The
buyer will be picking it up between the 15th and 17th. :(

Steve Glover
KR-2 N902G
AJO, Ca




-Original Message-
From: krnet-bounces+kr02g=cox@mylist.net
[mailto:krnet-bounces+kr02g=cox@mylist.net] On Behalf Of Mark Jones
Sent: Sunday, November 06, 2005 4:57 PM
To: KR Net
Subject: KR> Flight Report


None, nada, absolutely no air under my wings. Thanks Mother Nature, you
managed to keep me grounded for another week.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com





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KR> Flight Report

[Mark Jones]

- Original Message - 
From: "Steve Glover" 

...Oh, did I mention I have sold my KR?  The
> buyer will be picking it up between the 15th and 17th. :(


Am I reading this correct? This is a shock and a bummer. will we still see
you at the Gatherings? Please tell us more.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com

KR> Flight Report

[Steve Glover]

Oh no, tell us it is not true.

You are not building one of erector set airplanes, are you?

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


I'm afraid it is true...however I would never give in to the Dark Side
of the Erector sets! (sorry Dana) :)  The deal is done pending final
inspection when the buyer comes out from Boston.  I learned this evening
that the intention is, in fact, to take the KR to Boston at some point
but I will keep it until arrangements can be made for shipping or to fly
it back.  Too bad for me that I will still have access to it for now. ;)


My plan actually is to buy a flying Varieze until my LongEZ is
completed.  I'll then sell the Vari to finance the new plane...a highly
modified KR-1.  Richard Shirley and I are collaborating on the new
design and anticipate 240 - 275 MPH cruise.  I will document the
construction process in case anyone is interested. The short list of the
design will be a 63 series airfoil, P-51 style electric retracts,
stretched, widened, glass cockpit with auto pilot for the long trips and
possibly O2 if I install the turbo for high altitude travel. Stay tuned.


I'll most likely start on the new plane sometime this next year.  I am
hoping to have the L-EZ back in the air by spring or early summer so I
will be flying one of the EZ's to the Gathering.

Regards,

Steve Glover
KR-2 N902G
AJO, Ca

KR> Flight Report

[JAMES FERRIS]

Hi Steve: Its really none of my business, but why would you use a 63
series airfoil when ther are airfoils out there that will give you 40%
more laminar flow to increase you top speed?
Sincerely
Jim
On Sun, 6 Nov 2005 19:38:14 -0800 "Steve Glover"  writes:
> Oh no, tell us it is not true.
> 
> You are not building one of erector set airplanes, are you?
> 
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com 
> 
> 
> I'm afraid it is true...however I would never give in to the Dark 
> Side
> of the Erector sets! (sorry Dana) :)  The deal is done pending 
> final
> inspection when the buyer comes out from Boston.  I learned this 
> evening
> that the intention is, in fact, to take the KR to Boston at some 
> point
> but I will keep it until arrangements can be made for shipping or to 
> fly
> it back.  Too bad for me that I will still have access to it for 
> now. ;)
> 
> 
> My plan actually is to buy a flying Varieze until my LongEZ is
> completed.  I'll then sell the Vari to finance the new plane...a 
> highly
> modified KR-1.  Richard Shirley and I are collaborating on the new
> design and anticipate 240 - 275 MPH cruise.  I will document the
> construction process in case anyone is interested. The short list of 
> the
> design will be a 63 series airfoil, P-51 style electric retracts,
> stretched, widened, glass cockpit with auto pilot for the long trips 
> and
> possibly O2 if I install the turbo for high altitude travel. Stay 
> tuned.
> 
> 
> I'll most likely start on the new plane sometime this next year.  I 
> am
> hoping to have the L-EZ back in the air by spring or early summer so 
> I
> will be flying one of the EZ's to the Gathering.
> 
> Regards,
> 
> Steve Glover
> KR-2 N902G
> AJO, Ca
> 
> 
> 
> 
> 
> 
> 
> ___
> Search the KRnet Archives at 
> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 

KR> Flight Report

[Steve Glover]

Well, lets see, Richard Shirley uses a 63 series and is one of the
fastest KR's out there at 215 MPH on 70 hp. With 110+ hp the new plane
should be a screamer all cleaned up.  The maneuverability he has is
unreal. I amazes me every time we fly together (irritates me actually
because I can't do it in mine). I considered a Lancair legacy wing and a
few others but when you look at top speed and what you reasonable can do
on the slow side for stall and landings, the 63 looked the best for my
application.  I believe it is also what Mooney uses.

Regards,
Steve Glover
KR-2 N902G
AJO, Ca




-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
Behalf Of JAMES FERRIS
Sent: Monday, November 07, 2005 5:03 AM
To: kr...@mylist.net
Cc: kr...@mylist.net
Subject: Re: KR> Flight Report


Hi Steve: Its really none of my business, but why would you use a 63
series airfoil when ther are airfoils out there that will give you 40%
more laminar flow to increase you top speed? Sincerely Jim On Sun, 6 Nov
2005 19:38:14 -0800 "Steve Glover"  writes:
> Oh no, tell us it is not true.
> 
> You are not building one of erector set airplanes, are you?
> 
> Brian Kraut
> Engineering Alternatives, Inc.
> www.engalt.com
> 
> 
> I'm afraid it is true...however I would never give in to the Dark
> Side
> of the Erector sets! (sorry Dana) :)  The deal is done pending 
> final
> inspection when the buyer comes out from Boston.  I learned this 
> evening
> that the intention is, in fact, to take the KR to Boston at some 
> point
> but I will keep it until arrangements can be made for shipping or to 
> fly
> it back.  Too bad for me that I will still have access to it for 
> now. ;)
> 
> 
> My plan actually is to buy a flying Varieze until my LongEZ is 
> completed.  I'll then sell the Vari to finance the new plane...a 
> highly modified KR-1.  Richard Shirley and I are collaborating on the 
> new design and anticipate 240 - 275 MPH cruise.  I will document the
> construction process in case anyone is interested. The short list of 
> the
> design will be a 63 series airfoil, P-51 style electric retracts,
> stretched, widened, glass cockpit with auto pilot for the long trips 
> and
> possibly O2 if I install the turbo for high altitude travel. Stay 
> tuned.
> 
> 
> I'll most likely start on the new plane sometime this next year.  I
> am
> hoping to have the L-EZ back in the air by spring or early summer so 
> I
> will be flying one of the EZ's to the Gathering.
> 
> Regards,
> 
> Steve Glover
> KR-2 N902G
> AJO, Ca
> 
> 
> 
> 
> 
> 
> 
> ___
> 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> Flight Report

[JAMES FERRIS]

Its O.K. but its pre-world war II technology and it is laminar flow up to
30% chord on the airfoil where Jeff Vikens airfoil that he used on the
Cirrrus VK-30 had laminar flow up to 70% deminstrated in flight by NASA
on a Cessna  210 .
Sincerely
Jim
On Mon, 7 Nov 2005 07:12:34 -0800 "Steve Glover"  writes:
> Well, lets see, Richard Shirley uses a 63 series and is one of the
> fastest KR's out there at 215 MPH on 70 hp. With 110+ hp the new 
> plane
> should be a screamer all cleaned up.  The maneuverability he has is
> unreal. I amazes me every time we fly together (irritates me 
> actually
> because I can't do it in mine). I considered a Lancair legacy wing 
> and a
> few others but when you look at top speed and what you reasonable 
> can do
> on the slow side for stall and landings, the 63 looked the best for 
> my
> application.  I believe it is also what Mooney uses.
> 
> Regards,
> Steve Glover
> KR-2 N902G
> AJO, Ca
> 
> 
> 
> 
> -Original Message-
> From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On
> Behalf Of JAMES FERRIS
> Sent: Monday, November 07, 2005 5:03 AM
> To: kr...@mylist.net
> Cc: kr...@mylist.net
> Subject: Re: KR> Flight Report
> 
> 
> Hi Steve: Its really none of my business, but why would you use a 
> 63
> series airfoil when ther are airfoils out there that will give you 
> 40%
> more laminar flow to increase you top speed? Sincerely Jim On Sun, 6 
> Nov
> 2005 19:38:14 -0800 "Steve Glover"  writes:
> > Oh no, tell us it is not true.
> > 
> > You are not building one of erector set airplanes, are you?
> > 
> > Brian Kraut
> > Engineering Alternatives, Inc.
> > www.engalt.com
> > 
> > 
> > I'm afraid it is true...however I would never give in to the Dark
> > Side
> > of the Erector sets! (sorry Dana) :)  The deal is done pending 
> > final
> > inspection when the buyer comes out from Boston.  I learned this 
> > evening
> > that the intention is, in fact, to take the KR to Boston at some 
> > point
> > but I will keep it until arrangements can be made for shipping or 
> to 
> > fly
> > it back.  Too bad for me that I will still have access to it for 
> > now. ;)
> > 
> > 
> > My plan actually is to buy a flying Varieze until my LongEZ is 
> > completed.  I'll then sell the Vari to finance the new plane...a 
> > highly modified KR-1.  Richard Shirley and I are collaborating on 
> the 
> > new design and anticipate 240 - 275 MPH cruise.  I will document 
> the
> > construction process in case anyone is interested. The short list 
> of 
> > the
> > design will be a 63 series airfoil, P-51 style electric retracts,
> > stretched, widened, glass cockpit with auto pilot for the long 
> trips 
> > and
> > possibly O2 if I install the turbo for high altitude travel. Stay 
> 
> > tuned.
> > 
> > 
> > I'll most likely start on the new plane sometime this next year.  
> I
> > am
> > hoping to have the L-EZ back in the air by spring or early summer 
> so 
> > I
> > will be flying one of the EZ's to the Gathering.
> > 
> > Regards,
> > 
> > Steve Glover
> > KR-2 N902G
> > AJO, Ca
> > 
> > 
> > 
> > 
> > 
> > 
> > 
> > ___
> > 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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> http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 

KR> Flight Report

[Steve Glover]

Its O.K. but its pre-world war II technology and it is laminar flow up
to 30% chord on the airfoil where Jeff Vikens airfoil that he used on
the Cirrrus VK-30 had laminar flow up to 70% deminstrated in flight by
NASA on a Cessna  210 . Sincerely Jim 
>>>

Interesting but how many of these actually are currently flying.  I
found only 2 in the FAA data base...not enough testing for me.

Steve

KR> Flight Report

[Mark Jones]

I got my fix tonight. The withdrawal pains are gone for now. I arrived at
the airport at 4:30 after work today. Civil sunset was at 4:37. Once I got
the KR out of the hanger and preflighted her, I climbed in the cockpit and
started the engine. What a sweet sound that was. It had been 9 days since I
last heard her purr. By now it was beginning to get fairly dark so on went
the nav lights, strobe lights and cockpit lights. I called up the control
tower and asked for taxi to the active. Upon reaching the active, I was
thinking I would stay in the pattern since I had not done any real dark
night flying in some time. I announced ready to go along with my intentions
and I was cleared for takeoff. Wow, it was pretty cool as the runway lights
began to flash by and I rotated and climbed into the darkness. I was given
right traffic pattern and made the turns to get on downwind. A Citation
called in for landing and I was asked to extend my downwind and would be
instructed when to turn base. I responded that I would like to extend the
downwind right on out of their airspace and off into the darkness I went. I
climbed on up to 3,000' and played around about 10 miles out. The lights of
Milwaukee were absolutely beautiful. After about thirty minutes of
sightseeing I called in "10 out north inbound for landing". He instructed me
to report 3 mile final. I could no longer see any ground below me, just
lights as I returned to KUES. The runway looked so small way out there in
front of me. I noticed my heart was beating pretty hard. Must have been the
adrenaline of making this dark night landing. It was pretty cool how the
runway began to grow and the runway lights got brighter. Then I noticed the
VASI and that I was seeing all red. I was 1.5 miles out and 500'. There goes
the heart again...beating pretty hard. I stopped my decent till I had white
over red and dropped the belly board and started getting her down to 75 over
the numbers. I rotated and greased her in for a smoothie. True dark night
flying is different and takes getting used to all over again. I will have to
work on those decent to landing slopes. Other than that it was a
YE HAAA flight.

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com

KR> Flight Report

[Larry&Sallie Flesner]

>  Then I noticed the
>VASI and that I was seeing all red. I was 1.5 miles out and 500'. There goes
>the heart again...beating pretty hard.
>Mark Jones
++

Most pilots tend to make lower approaches at night.  Keep a close
eye on the altimeter on night approaches even when you have
VASI on the field.  Know what altitude you intend to be at on each
leg of a standard pattern and then fly the numbers.

Another clue to watch for is any "flickering" of the lights on the approach
end of the runway.  If you are low you may have a tree between you and
the end of the runway that is moving with the wind.   I once made a
night landing and noticed the lights going on and off.  I knew I had
trees on the approach but I also knew that I was high enough to clear
them.  I intentionally landed a bit long and as I passed over the approach
end of the runway, my landing light showed five or six deer grazing at the
runway edge.  They had been walking back and forth in front of the lights
causing them appear like they were flickering.  If any runway light makes
even a single blink it is cause for concern.

Your post prompts me to share a poem I wrote after a night flight a few
years back.  I can't make an attachment so I'll include it after my signature
for those that are interested.

Ain't night flying great !

Larry Flesner


NIGHT FLIGHT


On a cool winter evening the sun pauses on the horizon,
its duties of the day are done.
It will soon disappear and the world will be hidden in the black of night.
 The creatures of the day will have their rest and slumber.

My man-made wings lift me into a disappearing sky
 as darkness swallows up the earth below.
A world of lights appear, illuminating paths for those
unwilling to surrender to the powers of the night.

I see trails that tiny creatures use to travel from place to place,
ant-like in their lighted chariots.
Trails that weave like ribbons dropped carelessly from a package to 
the floor below.
I sense the presence of Gods, unseen, finding humor in their efforts.

A tiny symbol moves slowly across the screen of the
small magic box placed conveniently at my finger tips.
It records my journey through the darkness, to the destination
of my choosing, giving me direction across the featureless landscape.

Lights, everywhere there are lights, confusing my senses.
I feel as though I'm floating through the Milky Way.
The constant motion of the tiny symbol is my only
evidence of reality.

 The greatest beauties in life are too often enjoyed in solitude.
 My wish, to capture this moment and share it with 
the world, denied.
 I can only later speak, as a prophet with a vision, telling others
of the beauty that I saw.

 The magic box, unhindered by the darkness, counts down the time
I have remaining in this bird-like state.
I guide my magic carpet on a slow decent through the darkness,
merging time and place into a known reality.

Then, once again, I'm bound in the microscopic world
of fences and stop signs and
I can only wonder if other earth bound souls were with me,
in their own solitude, enjoying the beauty of the night.



   2/14/2002  Larry Flesner

KR> Flight Report

[Mark Jones]

Excellent poem Larry

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at www.flykr2s.com



- Original Message - 
From: "Larry&Sallie Flesner" 
To: "KRnet" 
Sent: Monday, November 07, 2005 9:22 PM
Subject: Re: KR> Flight Report


>
> >  Then I noticed the
> >VASI and that I was seeing all red. I was 1.5 miles out and 500'. There
goes
> >the heart again...beating pretty hard.
> >Mark Jones
> ++
>
> Most pilots tend to make lower approaches at night.  Keep a close
> eye on the altimeter on night approaches even when you have
> VASI on the field.  Know what altitude you intend to be at on each
> leg of a standard pattern and then fly the numbers.
>
> Another clue to watch for is any "flickering" of the lights on the
approach
> end of the runway.  If you are low you may have a tree between you and
> the end of the runway that is moving with the wind.   I once made a
> night landing and noticed the lights going on and off.  I knew I had
> trees on the approach but I also knew that I was high enough to clear
> them.  I intentionally landed a bit long and as I passed over the approach
> end of the runway, my landing light showed five or six deer grazing at the
> runway edge.  They had been walking back and forth in front of the lights
> causing them appear like they were flickering.  If any runway light makes
> even a single blink it is cause for concern.
>
> Your post prompts me to share a poem I wrote after a night flight a few
> years back.  I can't make an attachment so I'll include it after my
signature
> for those that are interested.
>
> Ain't night flying great !
>
> Larry Flesner
>
>
> NIGHT FLIGHT
>
>
> On a cool winter evening the sun pauses on the horizon,
> its duties of the day are done.
> It will soon disappear and the world will be hidden in the black of night.
>  The creatures of the day will have their rest and slumber.
>
> My man-made wings lift me into a disappearing sky
>  as darkness swallows up the earth below.
> A world of lights appear, illuminating paths for those
> unwilling to surrender to the powers of the night.
>
> I see trails that tiny creatures use to travel from place to place,
> ant-like in their lighted chariots.
> Trails that weave like ribbons dropped carelessly from a package to
> the floor below.
> I sense the presence of Gods, unseen, finding humor in their efforts.
>
> A tiny symbol moves slowly across the screen of the
> small magic box placed conveniently at my finger tips.
> It records my journey through the darkness, to the destination
> of my choosing, giving me direction across the featureless landscape.
>
> Lights, everywhere there are lights, confusing my senses.
> I feel as though I'm floating through the Milky Way.
> The constant motion of the tiny symbol is my only
> evidence of reality.
>
>  The greatest beauties in life are too often enjoyed in solitude.
>  My wish, to capture this moment and share it with
> the world, denied.
>  I can only later speak, as a prophet with a vision, telling
others
> of the beauty that I saw.
>
>  The magic box, unhindered by the darkness, counts down the time
> I have remaining in this bird-like state.
> I guide my magic carpet on a slow decent through the darkness,
> merging time and place into a known reality.
>
> Then, once again, I'm bound in the microscopic world
> of fences and stop signs and
> I can only wonder if other earth bound souls were with me,
> in their own solitude, enjoying the beauty of the night.
>
>
>
>2/14/2002  Larry Flesner
>
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html

KR> Flight Report

[Mark Jones]

Went to the airport today after work. Fueled the plane, preflighted her and
got airborne at 5pm. The flight was just a basic local lazy type of flight
with long slow turns and never getting above 3500' and I stayed within about
10 miles of the airport. I was just truly enjoying the view of the beautiful
trees below which happen to be in their full fall colors right now. What a
sight to behold!!!. At about 40 minutes into the flight, I noticed the
engine began running a little rough so I changed rpm settings and that did
not seem to help. I noticed the rpm begin to slowly drop. H, could this
be carb ice? I applied carb heat and about thirty seconds later she started
running smooth again. The temp outside was 43° with a dew point of 39° and
relative humidity of 87%. Now that adds up to carb ice potential. I fly with
an Ellison EFS-3A. The rest of the flight was uneventful and was after the
sun set. I greased in a night landing for my log books.

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

KR> Flight Report

[raybeth...@sbcglobal.net]

   Mark,
   Sounds like a beautiful sight to behold and a wise decision made.
Congratulstions.

- Original Message - 
From: "Mark Jones" 
To: "KR Net" 
Sent: Wednesday, October 26, 2005 8:27 PM
Subject: KR> Flight Report


Went to the airport today after work. Fueled the plane, preflighted her and
got airborne at 5pm. The flight was just a basic local lazy type of flight
with long slow turns and never getting above 3500' and I stayed within about
10 miles of the airport. I was just truly enjoying the view of the beautiful
trees below which happen to be in their full fall colors right now. What a
sight to behold!!!. At about 40 minutes into the flight, I noticed the
engine began running a little rough so I changed rpm settings and that did
not seem to help. I noticed the rpm begin to slowly drop. H, could this
be carb ice? I applied carb heat and about thirty seconds later she started
running smooth again. The temp outside was 43° with a dew point of 39° and
relative humidity of 87%. Now that adds up to carb ice potential. I fly with
an Ellison EFS-3A. The rest of the flight was uneventful and was after the
sun set. I greased in a night landing for my log books.

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




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KR> Flight Report

[Mark Jones]

I left work today and headed straight for the airport. The temperature was
46°, ceiling was 3000' agl and the winds were 15 mph straight down the
runway out of the west. This would be the first flight in such cool temps
since last April and I was anxious to fly. I arrived the hanger and did a
preflight, climbed in and immediately closed the canopy because it was
rather cool behind the prop blast. Just four days ago, I was sweating while
sitting in the cockpit. For some reason the engine seemed to really run
smooth. It must like the cool temps. Anyway, I pulled up to the threshold of
29, announced my intentions and firewalled her. She picked up speed fast and
at 65, I rotated and she started climbing like a homesick angel. With the 15
mph headwind and cool temps, I was at pattern altitude as I turned on
downwind from crosswind. Wow, that was awesome! I stayed on downwind and
finally announced and turned base, dropped half speed brake and turned
final. About a half mile out I dropped full speed brake and settled in for a
very short roll out. I actually had to apply power to get to the turn off. I
taxied back to 29 and took off again and headed away from the airport to
play around at 2500' agl just below the clouds. An hour later I was back on
the ground putting the KR away with another 1.2 hours to log. I can not
express how much I love flying the KR but I guess that is rather obvious.
YH. Larry you have got to set the dates for
the 2006 Gathering so I can start the countdown.

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

KR> Flight Report/ Gathering dates

[larry flesner]

 Larry you have got to set the dates for
>the 2006 Gathering so I can start the countdown.
>>Mark Jones


Sept 29 and 30, 2006   Let's start praying to the weather Gods.


We'll drop the Sunday date from the schedule as everyone leaves
out early Sunday morning and it's all over by lunch time.

So,  how many more days?

I'm planning a three hour round trip for this weekend to visit
family.  Weather looks great except for the headwind.

Larry Flesner

KR> Flight Report

[Stephen Jacobs]

Normally I go full power and the tail is off the ground, 2 up I have
about 20 meters ground roll before the tail comes up





Barry - do you let it come up by itself, or do you deliberately bring it
up with down elevator?  Full down?

Performance from the Jab sound pretty good considering you have fixed
pitch.

Take care
Steve J
Zambia

KR> Flight Report

[Jim Sellars]

Stephen:
Tell us what power plant and prop you use, and what is your typical 
takeoff weight, please. That sounds like great performance, I've seen alot 
of the planes run on for a long time before they get flying speed do to poor 
combinations, small prop, or weak engine or heavy or all the above.
Best regards
Jim
- Original Message - 
From: "Stephen Jacobs" 
To: "'KRnet'" 
Sent: Monday, May 09, 2005 4:02 AM
Subject: RE: KR> Flight Report


> Normally I go full power and the tail is off the ground, 2 up I have
> about 20 meters ground roll before the tail comes up
>
>
> 
>
>
> Barry - do you let it come up by itself, or do you deliberately bring it
> up with down elevator?  Full down?
>
> Performance from the Jab sound pretty good considering you have fixed
> pitch.
>
> Take care
> Steve J
> Zambia
>
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html 

KR> Flight Report

[Barry Kruyssen]

Slight forward pressure on the stick, I don't have to push it to the stop.
  - Original Message - 
  From: Stephen Jacobs 


  Normally I go full power and the tail is off the ground, 2 up I have
  about 20 meters ground roll before the tail comes up


  


  Barry - do you let it come up by itself, or do you deliberately bring it
  up with down elevator?  Full down?

KR> Flight Report

[Barry Kruyssen]

I'm running a Jabiru 2200 4 cylinder 85 hp engine a a 55" X 56" prop. I'm 
slightly over pitched at the moment as I'm only getting 3050 rpm and the Jabiru 
should get 3300 rpm, but I'm not changing the prop till I finish off the 
aircraft (wheel spats, fare in balistic chute and undercarriage, etc).

With only me in, take off weight is about 365kg (805lbs) and with my son in 
aswell 430kg (948lbs)

regards
Barry Kruyssen
Cairns, Australia
RAA 19-3873 

k...@bigpond.com
http://www.users.bigpond.com/kr2/kr2.htm 



  - Original Message - 
  From: Jim Sellars 
  To: KRnet 
  Sent: Monday, May 09, 2005 10:49 PM
  Subject: Re: KR> Flight Report


  Stephen:
  Tell us what power plant and prop you use, and what is your typical 
  takeoff weight, please. That sounds like great performance, I've seen alot 
  of the planes run on for a long time before they get flying speed do to poor 
  combinations, small prop, or weak engine or heavy or all the above.
  Best regards
  Jim

KR> Flight Report

[Barry Kruyssen]

Well over the weekend I finally took a passenger up.  (to date I had only had 
40kg extra in the aircraft as that is all I could safely secure)

The extra weight, 65kg, affected my climb and acceleration significantly. 
Normally I go full power and the tail is off the ground, 2 up I have about 20 
meters ground roll before the tail comes up (the positioning of my mains 
probably affects this, they are well forward).  Normally off the ground in less 
than 80 meters, 2 up is about 120 meters.  Once off the ground and in ground 
affect acceleration is much slower (still playing with this as I think I may be 
too high to really be in ground affect)

Climb is about 400ft/min at 90kts, stall was not to much different, about 43kts 
and cruise was down 5kts to 110kts.

The landing was a different story, I sank right through my round out and 
experienced nearly no ground effect and touched down firmly, next landing I 
carried a bit more speed, extra 5kts, and made a perfect landing.

All in all I am happy but expected a better climb rate. But still have to add 
wheel spats and clean up where the old retract holes are.

regards 
Barry Kruyssen
Cairns, Australia
RAA 19-3873 

k...@bigpond.com
http://www.users.bigpond.com/kr2/kr2.htm 

KR> Flight report

[Mark Jones]

This weekend was a huge YeeHaaa one for me. I managed to get in 
four separate flights and all were absolutely awesome. The KR2S has turned out 
to be more than I ever dreamed possible. It is truly the most fun plane I have 
ever flown. The last four flights had some pretty interesting winds with the 
strongest being a steady 14mph with a 10° crosswind factor. No problem, the 
tri-gear handled beautifully. The worst crosswind I landed in this weekend was 
45° to the runway and 10mph winds. Again, absolutely no problem for the 
tri-gear. I will be the first to acknowledge the skills that you KR taildragger 
pilots have are something to be proud of but, I am so very happy with the 
handling of the tri-gear that if I were doing it again, I would stay with the 
tri-gear. Another thing that I have experienced with the combination of the 
AS504X airfoil, the speed brake and tri-gear is that I have not experienced the 
phenomena of floating halfway down the runway in ground effect. I have made 
both fast and slow landings, low approach and high approach landings and find 
that when I flare our for landing, my plane will cut right through the ground 
effect, touchdown and stay down. I now have a total of 7.4 flight hours and 
simply can not wait till my next flight.   

Mark Jones (N886MJ...7.4 flight hours.)
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

KR> Flight report/ Todds Canopy report

[Phillip Matheson]

Great report Mark
Sounds like you MAY be happy with your NEW toy.
I can not wait to finish my KR2.

Fitting my Canopy, I now have it ( Tods Canopy)  cut down to the correct
size and fit, with rear canopy / turtle deck bulkhead ready for shaping the
turtle deck. It will then be a complete air frame. Engine should be here
sn. ???


Phillip Matheson
mathe...@dodo.com.au
Australia
VH PKR
See our engines  and kits at.
http://www.vw-engines.com/
http://www.homebuilt-aviation.com/
See my KR Construction web page at
http://mywebpage.netscape.com/FlyingKRPhil/VHPKR.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

KR> Flight report

[Orma]

Good Job Mark.  I'm glad to hear someone flew this weekend.  The more you 
fly the better it feels.  Have you tried to compute your fuel burn yet?

Orma 

KR> Flight report

[Mark Jones]

The nearest I figure is that I am burning 5 to 5.5 GPH.

Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
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


- Original Message - 
From: "Orma" 
To: "KRnet" 
Sent: Sunday, April 10, 2005 8:28 PM
Subject: Re: KR> Flight report


> Good Job Mark.  I'm glad to hear someone flew this weekend.  The more you
> fly the better it feels.  Have you tried to compute your fuel burn yet?
>
> Orma
>
>
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
>

KR> Flight report

[Brant Hollensbe]

Mark
So how many gallons is it, from Wales, Wi. to Mt Vernon, Il  
Congratulations on a great weekend of flying!
Brant Hollensbe
bhollen...@mchsi.com
DSM Ia



> The nearest I figure is that I am burning 5 to 5.5 GPH.

KR> Flight report --- I wish.

[Dan Heath]

I have a good start on the baffling thanks to Lee Van Dyke for his pics and
GPASC for the templates.

If you want to see progress so far, click here...   http://kr-builder
org/FirewallForward/Baffeling/index.html 

See you in Mt. Vernon - 2005 - KR Gathering
See N64KR at http://KR-Builder.org - Then click on the pics 
There is a time for building and a time for FLYING and the time for building
has expired.
Daniel R. Heath - Columbia, SC

KR> Flight report.

[Mark Jones]

Today, I was flying my third flight and I had been up for about 45 minutes just 
leisurely flying around getting to know my KR. I was really having one of those 
YeeH moments, as it was as smooth as glass up there. I 
was having the time of my life. Then, all of a sudden, over the radio, I hear 
this voice say "Mark, look over your left shoulder". I did, and there was Joe 
Weber in his KR sitting off my left wing tip. What a beautiful sight. Joe had 
heard me reporting my positions as I was test flying close to Hartford airport. 
Knowing where I was, he decided to sneak up behind me. What a blast we had 
flying loose formation with each other. I really enjoyed it when he was out 
front and I was following him. Kind of made me feel like a fighter pilot. Any 
how, Joe had been on my left wing tip for only a few minutes when all of a 
sudden something hit my prop. I immediately radioed Joe and told him I had a 
bird strike. He acknowledged that he had seen something and I immediately 
turned to the airport. Joe in turned pulled up beside me to check for damage on 
my stabilizers. He reported to me all looked ok. I could not detect any 
abnormalities either in flight characteristics or engine performance. Landing 
back at the airport was normal. Upon exiting the plane and checking it over, I 
found no indication of a bird, such as feathers or blood but I did find the 
front part of my spinner was gone. The spinner had separated from the aircraft 
and struck the prop being thrown up and over the top of my plane. It did 
absolutely no damage except for a small scratch on the prop. The contributing 
factor to this event was the lack of a front bulkhead spinner. Do not fly 
without one. I am just waiting on some farmer to show up on the news tonight 
with this strange looking piece of alien spaceship that fell in his field. 
After that bit of excitement, Joe and I then went to the local restaurant and 
Joe bought me lunch. I now owe him one. When we got back to the airport we went 
flying again and he took air to air photos of my plane. What a 
YEEEH day.I now have 3.6 total KR flight 
hours.


Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
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

KR> Flight report

[Mark Jones]

Sorry the first flight report was not complete. Here is the whole story:

Today, I was flying my third flight and I had been up for about 45 minutes just 
leisurely flying around getting to know my KR. I was really having one of those 
YeeH moments, as it was as smooth as glass up there. I 
was having the time of my life. Then, all of a sudden, over the radio, I hear 
this voice say "Mark, look over your left shoulder". I did, and there was Joe 
Weber in his KR sitting off my left wing tip. What a beautiful sight. Joe had 
heard me reporting my positions as I was test flying close to Hartford airport. 
Knowing where I was, he decided to sneak up behind me. What a blast we had 
flying loose formation with each other. I really enjoyed it when he was out 
front and I was following him. Kind of made me feel like a fighter pilot. Any 
how, Joe had been on my left wing tip for only a few minutes when all of a 
sudden something hit my prop. I immediately radioed Joe and told him I had a 
bird strike. He acknowledged that he had seen something and I immediately 
turned to the airport. Joe in turned pulled up beside me to check for damage on 
my stabilizers. He reported to me all looked ok. I could not detect any 
abnormalities either in flight characteristics or engine performance. Landing 
back at the airport was normal. Upon exiting the plane and checking it over, I 
found no indication of a bird, such as feathers or blood but I did find the 
front part of my spinner was gone. The spinner had separated from the aircraft 
and struck the prop being thrown up and over the top of my plane. It did 
absolutely no damage except for a small scratch on the prop. The contributing 
factor to this event was the lack of a front bulkhead spinner. Do not fly 
without one. I am just waiting on some farmer to show up on the news tonight 
with this strange looking piece of alien spaceship that fell in his field. 
After that bit of excitement, Joe and I then went to the local restaurant and 
Joe bought me lunch. I now owe him one. When we got back to the airport we went 
flying again and he took air to air photos of my plane. What a 
YEEEH day.I now have 3.6 total KR flight 
hours.




Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
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

KR> Flight report...the rest of the story

[Mark Jones]

Sorry guys, for some reason the whole story will not post. Here is the second 
half...

I immediately radioed Joe and told him I had a bird strike. He acknowledged 
that he had seen something and I immediately turned to the airport. Joe in 
turned pulled up beside me to check for damage on my stabilizers. He reported 
to me all looked ok. I could not detect any abnormalities either in flight 
characteristics or engine performance. Landing back at the airport was normal. 
Upon exiting the plane and checking it over, I found no indication of a bird, 
such as feathers or blood but I did find the front part of my spinner was gone. 
The spinner had separated from the aircraft and struck the prop being thrown up 
and over the top of my plane. It did absolutely no damage except for a small 
scratch on the prop. The contributing factor to this event was the lack of a 
front bulkhead spinner. Do not fly without one. I am just waiting on some 
farmer to show up on the news tonight with this strange looking piece of alien 
spaceship that fell in his field. After that bit of excitement, Joe and I then 
went to the local restaurant and Joe bought me lunch. I now owe him one. When 
we got back to the airport we went flying again and he took air to air photos 
of my plane. What a YEEEH day.I now have 
3.6 total KR flight hours.


Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
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

KR> Flight report.

[Jack Cooper]

Mark Jones, I'm so jealous.

Jack Cooper


> [Original Message]
> From: Mark Jones 
> To: Joe Weber ; KR Net ; Corvaircraft

> Date: 3/28/2005 8:30:08 PM
> Subject: KR> Flight report.
>
> Today, I was flying my third flight and I had been up for about 45
minutes just leisurely flying around getting to know my KR. I was really
having one of those YeeH moments, as it was as
smooth as glass up there. I was having the time of my life. Then, all of a
sudden, over the radio, I hear this voice say "Mark, look over your left
shoulder". I did, and there was Joe Weber in his KR sitting off my left
wing tip. What a beautiful sight. Joe had heard me reporting my positions
as I was test flying close to Hartford airport. Knowing where I was, he
decided to sneak up behind me. What a blast we had flying loose formation
with each other. I really enjoyed it when he was out front and I was
following him. Kind of made me feel like a fighter pilot. Any how, Joe had
been on my left wing tip for only a few minutes when all of a sudden
something hit my prop. I immediately radioed Joe and told him I had a bird
strike. He acknowledged that he had seen something and I immediately turned
to the airport. Joe in turned pulled up beside me to check for damage on my
stabilizers. He reported to me all looked ok. I could not detect any
abnormalities either in flight characteristics or engine performance.
Landing back at the airport was normal. Upon exiting the plane and checking
it over, I found no indication of a bird, such as feathers or blood but I
did find the front part of my spinner was gone. The spinner had separated
from the aircraft and struck the prop being thrown up and over the top of
my plane. It did absolutely no damage except for a small scratch on the
prop. The contributing factor to this event was the lack of a front
bulkhead spinner. Do not fly without one. I am just waiting on some farmer
to show up on the news tonight with this strange looking piece of alien
spaceship that fell in his field. After that bit of excitement, Joe and I
then went to the local restaurant and Joe bought me lunch. I now owe him
one. When we got back to the airport we went flying again and he took air
to air photos of my plane. What a YEEEH
day.I now have 3.6 total KR flight hours.
>
>
> Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
> 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
>
> ___
> Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html

KR> Flight report/spinners

[larry flesner]

 The spinner had separated from the aircraft and struck the prop being
thrown up and over the top of my plane. It did absolutely no damage except
for a small scratch on the prop. The contributing factor to this event was
the lack of a front bulkhead spinner. Do not fly without one. 
>Mark Jones 
++

I second that suggestion.  Also, when you install the front bulkhead,
install some threaded screws with nutplates to secure it.  When
I first installed my spinner I did so with just a pressure fit on the
front bulkhead.  When I removed my spinner after several hours
of flight there was considerable galling from movement between
the spinner cone and the bulkhead.  Needless to say, I secured
it when I mounted it again.  I used #10 stainless screws ( round
headed bolts) on the back plate and #8's on the front.  I've had
no problems since in the 130 hours of flight time.

As to Orma's problem on the front bulkhead not fitting, when you
order your spinner, you give them the prop thickness and they
size the front bulkhead to fit the spinner for that prop.  It won't
work with any other thickness prop.

Larry Flesner

KR> Flight report/spinners

[Jeff Scott]

I cracked three spinners of the same type as Mark's on my KR, each on the first 
flight with that spinner.  I eventually mounted one with a front bulkhead 
similar to the one Larry is using.  After the first flight, I was also seeing 
quite a bit of aluminum oxide "smoke" inside the spinner from it chafing.  I 
ran a single piece of teflon tape around the front bulkhead to prevent chafing 
and to ensure that it was a snug fit.  End of problem.

-Jeff Scott

-- larry flesner  wrote:
 The spinner had separated from the aircraft and struck the prop being
thrown up and over the top of my plane. It did absolutely no damage except
for a small scratch on the prop. The contributing factor to this event was
the lack of a front bulkhead spinner. Do not fly without one. 
>Mark Jones 
++

I second that suggestion.  Also, when you install the front bulkhead,
install some threaded screws with nutplates to secure it.  When
I first installed my spinner I did so with just a pressure fit on the
front bulkhead.  When I removed my spinner after several hours
of flight there was considerable galling from movement between
the spinner cone and the bulkhead.  Needless to say, I secured
it when I mounted it again.  I used #10 stainless screws ( round
headed bolts) on the back plate and #8's on the front.  I've had
no problems since in the 130 hours of flight time.

As to Orma's problem on the front bulkhead not fitting, when you
order your spinner, you give them the prop thickness and they
size the front bulkhead to fit the spinner for that prop.  It won't
work with any other thickness prop.

Larry Flesner



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

KR> Flight report...the rest of the story

[Glynnis Young]

YEEEH

>


Gee - being out of town for a few days and I miss all the good stuff, not only 
the rest of the story, but flight 1 and 2 as well.

Well done Jones, if Langford gets his sht together before Mt V, I will be there 
for sure.  I  will not sing anything, for anyone, for any reason, but I will be 
there.  Ok?

G




Mark Jones  wrote:
Sorry guys, for some reason the whole story will not post. Here is the second 
half...

I immediately radioed Joe and told him I had a bird strike. He acknowledged 
that he had seen something and I immediately turned to the airport. Joe in 
turned pulled up beside me to check for damage on my stabilizers. He reported 
to me all looked ok. I could not detect any abnormalities either in flight 
characteristics or engine performance. Landing back at the airport was normal. 
Upon exiting the plane and checking it over, I found no indication of a bird, 
such as feathers or blood but I did find the front part of my spinner was gone. 
The spinner had separated from the aircraft and struck the prop being thrown up 
and over the top of my plane. It did absolutely no damage except for a small 
scratch on the prop. The contributing factor to this event was the lack of a 
front bulkhead spinner. Do not fly without one. I am just waiting on some 
farmer to show up on the news tonight with this strange looking piece of alien 
spaceship that fell in his field. After that bit of excitement, Joe
 and I then went to the local restaurant and Joe bought me lunch. I now owe him 
one. When we got back to the airport we went flying again and he took air to 
air photos of my plane. What a  day.I now have 3.6 total KR flight 
hours.


Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005)
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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to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
please see other KRnet info at http://www.krnet.org/info.html

Send instant messages to your online friends http://uk.messenger.yahoo.com 

KR> Flight report from Colin Rainey

[Dan Heath]

 As of today 6.6 hrs on the hobbs, 2 flights, 1 yesterday and one today.
Still not happy with the prop. Think I either have way too much prop or
retarded timing alittle too much prop. Anyhow, testing going well. Simulated
a person with 100# today and went well with climb and maneuvers. Landing
left alittle to be desired as I bounced very slightly twice! Just up a
couple of inches, but enough to irritate me. Yesterday shot 6 landings, and
all were on the money, greasers to make mom proud!  Guess I have to
anticipate the effects of the weight. Also flew to practice area today and
found that in all directions the ASI was off 10 knots from the GPS.  I think
this is due to the static port, so I will disconnect the port and try again.
If this is closer then I will relocate to the rear fuselage in the future as
you suggested, but for now will use cabin static, knowing there is a slight
variance there as well.  She got alittle busy with the new weight, but
nothing that was unsafe, just kept wanting to lift the nose. I do not have
adjustable trim so this meant having to maintain forward pressure on the
stick.  Later I think I will install elevator trim, even mechanical for this
reason.  Engine ran like a top!  Oil still looks brand new from the change. 
Alternator still stinks, not charging more than 12 volts below 2000rpms but
fine above at 13.5 volts.  Will try to get some pictures from in-flight, no
chase plane, so will be from inside.  Working on video, but coming slow...

FLY SAFE!
Colin & Beverly Rainey
Apex Lending, Inc.
www.eloan2004cr.com
crai...@apexlending.com
407-323-6960

KR> Flight report from Colin Rainey

[Barry Kruyssen]

Great flight report Colin.

With regards to the trim, Many gliders do not have a control surface trim, 
instead they use a spring (or springs) to trim the aircraft.  As my elevator is 
not balanced, but I do have a trim control surface, I attached a length of 
shock cord (stretch bungy cord) to my top elevator cable and stretched it 
through the seat back to hold my elevator level and tied it off (not 
adjustable). I hardly need to use my trim.  (NOTE: in sailing we use shock cord 
into cleats to assist in trimming some of the smaller sailing boats, this is 
where I got the idea)

I intend to use the adjustable idea on the right rudder cable to trim the 
aircraft during climb and cruise (on decent no rudder is required, on cruise 
only the slightest right rudder is required)  The advantage of shock cord is 
that being stretchy you can override the trim with normal control inputs

In your case you could extend the shock cord into a cleat and make your trim 
adjustable via the shock cord.

Tonight I'll be going to the airport so I will take so photos of my shock cord 
and add to my WEB page, I'll post the link tomorrow.

regards
Barry Kruyssen
Cairns, Australia
RAA 19-3873 

k...@bigpond.com
http://users.tpg.com.au/barryk/KR2.htm 



  - Original Message - 
  Subject: KR> Flight report from Colin Rainey


She got alittle busy with the new weight, but
  nothing that was unsafe, just kept wanting to lift the nose. I do not have
  adjustable trim so this meant having to maintain forward pressure on the
  stick.  Later I think I will install elevator trim, even mechanical for this
  reason.  

KR> flight report

[Wayne Israelsen]

Larry 
Don't let them talk you into testing your crash restraint!;-)
- Original Message - 
From: larry flesner 
To: KRnet 
Sent: Sunday, May 02, 2004 4:51 PM
Subject: KR> flight report


> 
> 
> Steve and Netters,
> 
> I did ( or tried to do) the flight test today that Steve requested. That 
> test was the glide speed at the cruise trim setting.  I must confess,
> I weenied out.  
> 
> I had the KR set up in cruise and trimmed out.  I brought the power
> back to idle.  I assumed the glide speed would be maybe in the 
> 120 mph range (I didn't have a clue) so I held the nose up to bleed
> the speed off a bit.  At about 120 smph indicated I slowly released
> the stick and let it center to the air loads.  The nose dropped to a
> rather steep angle and as the airspeed went through 145 indicated
> I took the stick and came out of the dive.  
> 
> S, the speed is somewhere above 145 smph indicated.  There
> was no indication at 145mph that the nose was going to come back
> up.  I'll have to try it again and not slow it down from cruise so maybe
> the nose won't drop so far.  I swear the view through the windshield
> looked just like the view through the windshield of a Super Decathalon
> doing a spin without the rotation!  What's your best guess on what
> the speed might be if I try it again or what would a good "ballpark"
> figure be?  
> 
> How many more test do you have in mind?  The local clothing store
> is having a sale on mens "briefs".  I'm thinking a six pack for the 
> baggage compartment might be in order. :-))  
> 
> I'm still waiting for smooth air to finish my climb test and I have yet
> to carry any weight to simulate a passanger.  I need to quit having
> so much fun and get some testing done.
> 
> 42.7 HOURS AND LOVIN' IT !!!
> 
> Larry Flesner
> 
> 
> 
> 
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html
> 
> 

KR> flight report/crash restraints

[larry flesner]

>Larry 
>Don't let them talk you into testing your crash restraint!;-)
+

That's one system that each builder has to do their own testing
or lack of testing on.  If I ever test mine it will not be voluntary!!

Larry Flener

KR> flight report

[RICHARD G ALPS]

Larry,
You just KILL me!!!   I love it man!   I sincerely hope you are serious about 
the leather cap and white scarf, that is SOO cool


Richard Alps, Littleton, Colorado

PS.  Don't put yourself down for doing the flight testing here on the Net.  
Everything we can get is a big help.  You really never know what bit of 
information may just save a pilot's life.  And there is lots of room between 
zero and life saving.  Just reminders of what to do and what not to do.  It's 
all good stuff.  Keep up the good work.   RGA
  - Original Message - 
  From: larry flesner 
  To: KRnet 
  Sent: Tuesday, May 04, 2004 6:57 AM
  Subject: Re: KR> flight report



  And we sure do appreciate the flight testing.  It's nice
  >to have a NetHead behind the stick who's willing to answer the tough
  >questions for us.
  >Mark Langford, Huntsville, Alabama
  

  There's nothing really that hard about flying a KR.  I'm just giving that
  impression to project an image.  I hope I don't forget to pick up the
  leather cap and white scarf at the cleaners this morning.  I can't
  let the fellows at the airport see me in just a baseball cap !  :-))

  Larry Flesner



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

KR> flight report

[larry flesner]

  I sincerely hope you are serious about the leather cap and white scarf,
that is SOO cool
>Richard Alps


I'm afraid that's just the "Walter Mitty" in me coming out.  In reality I
do wear just a baseball cap to the airport.

Speaking of which, I played hooky from work yesterday and got in
4 hours of flight time on the KR.  I did some climb test and flew with
additional weight for the first time.  All test went well.

I'll try to remember to post the climb speeds when I get them charted
but it seems the best rate will be somewhere in the 80 to 90 range.
On one test I recall getting 1000 fpm (500feet, 30 seconds).

On the weight I used 50 pound bags of rock salt from the laundry.
I started with one bag, made a flight, added a bag, another flight, etc
until I had flown with three bags with a gross weight of 1200lbs +/-25lbs.
Keep in mind my KR is a 24" stretch.  The handling did not seem to
change much from no weight to 150 lbs in the passenger seat.  I could
tell it was changing but the change was less than I expected.  It
never seemed to feel "skiddish" at any point and I felt comfortable
with the control I had.  As I added weight I made sure I could lift the
tail on takeoff well before I broke ground.  I was ASSUMING that 
would at least give me enough control to return for landing.

I started with the trim set at neutral each time and was watching for
the KR to reach the neutral trim point.  On the 150 lb flight I still
required slight nose up trim.  The landing on that flight required the
trim tab to be set for a very slight nose down trim (tab approx 3 to 5
degrees up) at 80 mph.  I stopped at the 150 lb point and intend to
do another W&B with actual passenger to determine EXACTLY where
I'm at in the C.G. range.  I did find that with 100 lbs my neutral trim
glide speed (controls free, power at idle) is 70 smph indicated.

Rigging:  I mentioned in earlier post that my KR requires considerable
nose up trim at cruise.  I was showing my flying buddy in the Acro
Sport what I had and scared the *&^%$ out of myself.  I set the trim
for neutral and took off and caught up to him.  I held cruise power and
as I passed him I released my grip on the stick and moved my hand
quickly forward to catch the stick.  The nose "tucked" so quickly that
it put me against the straps and the "junk" setting on the passenger
seat lifted 6 inches before the stick hit my hand.  I don't think I'll be
doing that again anytime soon!

After a B.S. session at a local airport the concensus is that the KR
has (A) too much wing incidence and/or (B) not enough negative 
incidence on the horizontal stabilizer or (C) both.  At least that was 
the conclusion about my KR.  The addition of wheel pants will 
probably change that by some factor on my KR.  The additional
trim drag is probably costing me a few mph but hey, I'm still grinning.

Ten T.O's and landings in one day and 47 hours total.  I've probably
flown my KR more in four months than some KR's fly in a lifetime!
I need to make some log entries and hit my first airshow this 
weekend.  YEE HAA   

Larry Flesner

KR> flight report

[fixerjo...@aol.com]

congrats,larry.  i can share in your excitement ,  having gone thru  what you 
are experencing ! !  the fun is only begining for you.  i'm still feeling 
like you @ 118 hrs on my kr & lookin forward to my first long  cross country 
trek 
 enjoy & fly safe
 steve jones   n212kr

KR> flight report

[raybeth...@wmconnect.com]

 Congratulations, Larry.  It's great to share in your exhileration and 
"dream of my future time."  Thanks,
  Ray 
GoreeArlington, Tx.

KR> flight report

[JW]

Congradualtions Larry! Sounds like your having the ultimate fun that we
all cant wait for =)

Im sure this has been asked before but what is the cockpit width with your
KR2?? Im not 100% because I dont have my plans in front of me but the KR2S
cockpit is slightly bigger than the 2 and your's is a modified 2 correct.
The KR2 is 34" (I think) while the S is 36". A KR2 firewall template and
KR2S template are different so their must be a difference.

Justin
KR2S
- Original Message -
From: "larry flesner" 
To: "KRnet" 
Sent: Thursday, May 06, 2004 7:36 AM
Subject: KR> flight report


>   I sincerely hope you are serious about the leather cap and white scarf,
> that is SOO cool
> >Richard Alps
> 
>
> I'm afraid that's just the "Walter Mitty" in me coming out.  In reality I
> do wear just a baseball cap to the airport.
>
> Speaking of which, I played hooky from work yesterday and got in
> 4 hours of flight time on the KR.  I did some climb test and flew with
> additional weight for the first time.  All test went well.
>
> I'll try to remember to post the climb speeds when I get them charted
> but it seems the best rate will be somewhere in the 80 to 90 range.
> On one test I recall getting 1000 fpm (500feet, 30 seconds).
>
> On the weight I used 50 pound bags of rock salt from the laundry.
> I started with one bag, made a flight, added a bag, another flight, etc
> until I had flown with three bags with a gross weight of 1200lbs +/-25lbs.
> Keep in mind my KR is a 24" stretch.  The handling did not seem to
> change much from no weight to 150 lbs in the passenger seat.  I could
> tell it was changing but the change was less than I expected.  It
> never seemed to feel "skiddish" at any point and I felt comfortable
> with the control I had.  As I added weight I made sure I could lift the
> tail on takeoff well before I broke ground.  I was ASSUMING that
> would at least give me enough control to return for landing.
>
> I started with the trim set at neutral each time and was watching for
> the KR to reach the neutral trim point.  On the 150 lb flight I still
> required slight nose up trim.  The landing on that flight required the
> trim tab to be set for a very slight nose down trim (tab approx 3 to 5
> degrees up) at 80 mph.  I stopped at the 150 lb point and intend to
> do another W&B with actual passenger to determine EXACTLY where
> I'm at in the C.G. range.  I did find that with 100 lbs my neutral trim
> glide speed (controls free, power at idle) is 70 smph indicated.
>
> Rigging:  I mentioned in earlier post that my KR requires considerable
> nose up trim at cruise.  I was showing my flying buddy in the Acro
> Sport what I had and scared the *&^%$ out of myself.  I set the trim
> for neutral and took off and caught up to him.  I held cruise power and
> as I passed him I released my grip on the stick and moved my hand
> quickly forward to catch the stick.  The nose "tucked" so quickly that
> it put me against the straps and the "junk" setting on the passenger
> seat lifted 6 inches before the stick hit my hand.  I don't think I'll be
> doing that again anytime soon!
>
> After a B.S. session at a local airport the concensus is that the KR
> has (A) too much wing incidence and/or (B) not enough negative
> incidence on the horizontal stabilizer or (C) both.  At least that was
> the conclusion about my KR.  The addition of wheel pants will
> probably change that by some factor on my KR.  The additional
> trim drag is probably costing me a few mph but hey, I'm still grinning.
>
> Ten T.O's and landings in one day and 47 hours total.  I've probably
> flown my KR more in four months than some KR's fly in a lifetime!
> I need to make some log entries and hit my first airshow this
> weekend.  YEE HAA
>
> Larry Flesner
>
>
>
>
>
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html

KR> flight report

[Mark Langford]

JW wrote:

> The KR2 is 34" (I think) while the S is 36". A KR2 firewall template and
> KR2S template are different so their must be a difference.

They're the same width in the area of the spars (where you sit).  The one
thing that needed stretching the most didn't get stretched!

Mark Langford, Huntsville, Alabama
N56ML "at" hiwaay.net
see KR2S project at http://home.hiwaay.net/~langford

KR> flight report

[larry flesner]

>Im sure this has been asked before but what is the cockpit width with your
>KR2??
>Justin
+++

Mark answered your questions on the 2 vs 2s and I've never seen
the 2s plans so I have nothing to add there.  My KR2 modified is
basiclly a KR 2 , plans built, with a 24" stretch.  I did modify it
considerably from the top longerons up for more head room, the
fuel system is non-standard, and lots of little things that have nothing
to do with your question.

Larry Flesner

KR> flight report

[larry flesner]

Steve and Netters,

I did ( or tried to do) the flight test today that Steve requested. That 
test was the glide speed at the cruise trim setting.  I must confess,
I weenied out.  

I had the KR set up in cruise and trimmed out.  I brought the power
back to idle.  I assumed the glide speed would be maybe in the 
120 mph range (I didn't have a clue) so I held the nose up to bleed
the speed off a bit.  At about 120 smph indicated I slowly released
the stick and let it center to the air loads.  The nose dropped to a
rather steep angle and as the airspeed went through 145 indicated
I took the stick and came out of the dive.  

S, the speed is somewhere above 145 smph indicated.  There
was no indication at 145mph that the nose was going to come back
up.  I'll have to try it again and not slow it down from cruise so maybe
the nose won't drop so far.  I swear the view through the windshield
looked just like the view through the windshield of a Super Decathalon
doing a spin without the rotation!  What's your best guess on what
the speed might be if I try it again or what would a good "ballpark"
figure be?  

How many more test do you have in mind?  The local clothing store
is having a sale on mens "briefs".  I'm thinking a six pack for the 
baggage compartment might be in order. :-))  

I'm still waiting for smooth air to finish my climb test and I have yet
to carry any weight to simulate a passanger.  I need to quit having
so much fun and get some testing done.

42.7 HOURS AND LOVIN' IT !!!

Larry Flesner

KR> flight report

[Stephen Jacobs]

I had the KR set up in cruise and trimmed out - power back to idle.  I
assumed the glide speed would be maybe in the 
120 mph range - held the nose up to bleed the speed off a bit - about
120 smph indicated I slowly released the stick and let it center to the
air loads

The nose dropped to a rather steep angle and as the airspeed went
through 145 indicated I took the stick and came out of the dive.  

..


Thanks for the trouble Larry - it was interesting (for me).

In the cruise she needs a little bit of up trim to hold the nose on the
horizon and keep everything balanced.  To me this suggests that the
forces arrangement in the cruise has something tugging down on the nose
(a nose-down moment).  As you said - this is not a bad thing - better
than having the tail wondering about in uncertainty.

It does however interest me to know what was tugging the front down (in
S&L flight) requiring that bit of "up" trim.  I was convinced that it
down-thrust on the engine - hence the test to see what happens when we
remove that component - well now we know I was wrong - and that the
motor is keeping the nose up (providing a nose-up moment), not pulling
it down - when we remove the thrust, the nose falls away quite rapidly -
we need to see if this happens before the speed decays.

To my thinking, the next likely suspect tugging the snozzle down is a
fwd CG.  Unlike tail heavy, a fwd CG is healthy any day of the week, but
if this is the case it may be useful to know.  Is the elevator still
effective right into the stall - a fwd CG could provoke elevator stall
before the wing gets to its stalling angle.  Difficult to tell the
difference coz something lets go, the nose drops and we recover into S&L
flight.  Was it the wing that quit flying or is it the tail that stopped
flying and let the wing go.  I would be suspicious of birds that
consistently stalled dead straight - no wing drop - maybe the wing never
actually stalled.

I have had my fair share of informstion so I will stop asking for tests.
If you do however decide to try the power-off glide with some weight
moved back - please let us know what you learn.

Take care
Steve

KR> flight report

[larry flesner]

>To my thinking, the next likely suspect tugging the snozzle down is a
>fwd CG.  Unlike tail heavy, a fwd CG is healthy any day of the week, but
>if this is the case it may be useful to know.  Is the elevator still
>effective right into the stall - a fwd CG could provoke elevator stall
>before the wing gets to its stalling angle.  Difficult to tell the
>difference coz something lets go, the nose drops and we recover into S&L
>flight. 
>Steve
++

Steve,

Ask away for any test you want.  Being the PIC I have the call on whether
I do them or not.  Besides it gives me an excuse to go flying, as if I
need one.

I will try the test again without slowing down from cruise speed and
see what happens.  I intended to try it on a short flight today but after
taking off and circling the house once I decided to play about and
above the puffy cumulus.  Base was about 4500 and tops about
9000.  The bird was climbing so well I just leaned the mixture and
let it climb.  At 9000 and 90 smph indicated I was still showing a
solid 500 fpm climb rate.  My CHT held at 300F and my oil temp
was 190F.  I finally shut it down at 10,500.  I had maybe 5 to 8 gal
of fuel on board at the time so my gross was approx 1025 lbs.  
I still don't trust my fuel guages and they were getting closer to
the big E than I wanted so I made my decent over the airport.

I'll try to do some more stalls and check out your question of the
tail stalling before the wing.  I think I'm getting a wing stall as I'm
able to hold altitude right into the stall and the stick displacement
is not that far to the rear.  I have noted on several stalls that there
seems to be a mild airframe buffet when approaching the stall.  My
stalls seem to be very gentle and I have had either/both wings drop
at the stall with the ailerons still effective.  I have found that I can't
raise a wing with rudder as on a Cessna or Piper.  If I am getting a
tail stall it is at such a slow airspeed that I suspect it to never be
a problem.  

I'm happy to have an apparent forward C.G. as my W.& B. would
indicate.  With me and full fuel (25 gal) I'm right at the C.G.
midpoint.  Since then I've moved my main battery forward approx
10 inches and replaced the tailwheel which took 2 pounds off
the tail.  I want to start flying with weight to simulate a passanger
this week.  If all goes well my Tripacer may very well be put up
for sale.  I'm finding I'm not flying it even when I go to the airport
with that intention.  It's hard to justify owning two horses when 
you're only riding one! :-)  I've put 500 hour on the Tripe in the
last 6 years and she has been one sweet bird.  In 500 hours I've
never had to cancel a flight or been left stranded anywhere because
of mechanical reasons.  I'll sure miss her if sold and can only hope 
my KR is that dependable.  Look how many great KR air shots 
she has given us to enjoy.

Larry Flesner

KR> flight report

[Mark Langford]

Larry wrote:

>   Look how many great KR air shots she has given us to enjoy.

Amen to that one!  And we sure do appreciate the flight testing.  It's nice
to have a NetHead behind the stick who's willing to answer the tough
questions for us.

So who's going to take their door off for this year's photos?  If you sell
the Tripe to somebody local, make sure you reserve it for September 25th.
Troy can fly my plane for the photo shoot...

Mark Langford, Huntsville, Alabama
N56ML "at" hiwaay.net
see KR2S project at http://home.hiwaay.net/~langford

KR> flight report

[Ryan]

Larry,

What is your cruise speed?

Ryan

> 
> I will try the test again without slowing down from cruise speed and
> see what happens.
> 
> Larry Flesner

KR> flight report

[larry flesner]

>Larry,
>What is your cruise speed?
>Ryan
+++

156 smph measured with GPS in an eight direction run.  I don't
have wheel pants installed yet and have 600X6 mains and 30
inch Diehl gear legs, a taller canopy, 24"stretch, etc. so that's
about what I expected.

Larry Flesner

KR> flight report

[larry flesner]

And we sure do appreciate the flight testing.  It's nice
>to have a NetHead behind the stick who's willing to answer the tough
>questions for us.
>Mark Langford, Huntsville, Alabama


There's nothing really that hard about flying a KR.  I'm just giving that
impression to project an image.  I hope I don't forget to pick up the
leather cap and white scarf at the cleaners this morning.  I can't
let the fellows at the airport see me in just a baseball cap !  :-))

Larry Flesner

KR> flight report

[Stephen Jacobs]

At 9000 and 90 smph indicated I was still showing a solid 500 fpm climb
rate

..

90 INDICATED at 9,000'- Isshh.  Not sure what the OAT is like this
time of the year, but that's talking Bud.

That's better than a C150 flat out S&L at SL - and the KR does it in a
500 fpm climb with less than 50% power available  (at 9 grand).

.

I want to start flying with weight to simulate a passenger this week.

.


It is going to be interesting Larry - just be careful.

As suggested by John (from Oz) - the wheels may be contributing to the
requirement for some up trim in the cruise.  I guess you will get around
to some wheel spats (pants) in time - will be interesting to see if this
makes a perceptible difference.

Pity about the Tripe, but I know what you are saying.

Steve J

KR> flight report

[fixerjo...@aol.com]

 for reference, i flew to 12,000 ft,
 lite on fuel & still was gettin 450-500 ft per min climb, got worried about 
brain o2 after a while&decended,,steve jones   n212kri'll have to try the 
trimmed level @ cruise & pull the power & see the results

KR>flight report

[raybeth...@wmconnect.com]

  Congratulations, Larry.  It must be a great feeling.  I hope to be there 
next SummerRay Goree