KR> flying stories ?

[phillipmathe...@bigpond.com]

All the best Mark. Glad to hear you are OK.
I know just how you feel.
Sounds like similar damage as mine had.

They are a mighty aircraft, and easy to repair.

It will be interesting to see your next engine design.

Phil Matheson 

KR> flying stories ?

[Virgil N. Salisbury]

How about a Single rotor Rotary ~100 Hp, Virg


On 12/27/2011 5:19 PM, cgardn628 wrote:
> Mark,
>
> Glad to hear you are okay after the scary #3 crankshaft incident!
>
> Maybe you'll reconsider the Type 4 VW that you were originally going to use
> in your KR2S.
>
> I also had a broken pushrod this year in my 2180 VW due a faulty end cap
> shattering in flight. Flying on 3 cylinders can be interesting as well but
> not as scary as a dead engine.
>
> Best Wishes for the holidays and hope to see everyone in the KR community at
> Oshkosh next year.
>
> Regards
>
> Chris Gardiner
> KR2S C-GKRZ
>

KR> flying stories ?

[Tony King]

Glad to hear you're OK Mark.  I'm sure I won't be the only one watching
with interest to see what your next experimental is like - and what ideas
we can incorporate into our own projects.

Cheers,

Tony King
Queensland Australia

I've got a flying story for you, but I'm not sure if it'll be inspirational!
> If nothing else though, it shows how lots of deadstick landing practice
> (and
> prior experience) can pay off .  See http://www.n56ml.com/corvair/break3/
> for the details.  My apologies in advance for the disconcerting content.
>  No
> condolences required...I'm over it.
>
> Again, my apologies to the Corvair Community...
>
> Mark Langford
> ML at N56ML.com
> website at http://www.N56ML.com
> 
>
>

KR> flying stories ?

[Gary Robison]

WOW.

Glad to hear your OK Mark...

I am just finishing up my new man cave and as you know
the wood "kit" was pick up during the last KR gathering.

I have gathered up three Corvair engines but I will await the
out come of this latest event before moving forward with them.


Mark, keep us informed about the crank  failure and about your
thoughts on your new project.



- Original Message - 
From: "Mark Langford" 
>
> I've got a flying story for you, but I'm not sure if it'll be 
> inspirational!
> Mark Langford
> ML at N56ML.com

KR> flying stories ?

[Mark Langford]

Mike Sylvester wrote:

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

I've got a flying story for you, but I'm not sure if it'll be inspirational! 
If nothing else though, it shows how lots of deadstick landing practice (and 
prior experience) can pay off .  See http://www.n56ml.com/corvair/break3/ 
for the details.  My apologies in advance for the disconcerting content.  No 
condolences required...I'm over it.

Again, my apologies to the Corvair Community...

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

KR> Flying Stories

[Phillip Matherson]

Where are all the inspirational flying stories
-

What about the ones that almost stop us from flying again.

This is my Engine Failure on takeoff story. ( Third post luck, I cannot get
them to post to the net)

25th August approx 1730 Daylight saving time. Down under.

Take off RW 23,( sealed-crop duster strip lot of trees and houses) Full
power to about 400 feet about 1 mile from runway, no warning engine stopped
dead. Nowhere to go ahead 160dec turn to right to the only open field, tried
to start twice, tanks, fuel pump etc, nothing, by now low and fast. Trim,
slow down full flap, but running out of intended field. Had to decide to go
over or though the fence, went over, around a tree ( not good) then a
channel I had to STALL over the irrigation channel, I think the left wing
clipped the ground first ( now I was only along for the ride) then flipped
to L wing down, and nose wheel and Left main collapse and ground loop to the
left and stopped.

Someone was looking after me as it did not flip over. 

What did 007 say ? shaken and VERY stirred. 

Engine stoppage caused by the Electronic ign. wire inside the distributor
rubbed and shorted on the rotor.

Damage- nose wheel and one of three prop blades, Left main, 3 x broken bolts
and damage to underside of inner wing, the nose wheel folded back but sat
under the F/WALL and keep the nose up off the rough ground. What a very
strong little aircraft!!!

Lessons leant, forget restarting the engine twice and fly the plan, how many
times have we heard that Should have done a Mayday call, as if it had of
turned over, I could have been in trouble.


KR2 flying again.

But needs some underside and wingtip paint sometime.

Accident reports and inspections done.

Phil Matheson

___
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> flying stories ?

[Phillip Matherson]

Where are all the inspirational flying stories
-

What about the ones that almost stop us from flying again.

This is my Engine Failure on takeoff story.

25th August approx 1730 Daylight saving time. Down under.

Take off RW 23,( sealed-crop duster strip lot of trees and houses) Full
power to about 400 feet about 1 mile from runway, no warning engine stopped
dead. Nowhere to go ahead 160dec turn to right to the only open field, tried
to start twice, tanks, fuel pump etc, nothing, by now low and fast. Trim,
slow down full flap, but running out of intended field. Had to decide to go
over or though the fence, went over, around a tree ( not good) then a
channel I had to STALL over the irrigation channel, I think the left wing
clipped the ground first ( now I was only along for the ride) then flipped
to L wing down, and nose wheel and Left main collapse and ground loop to the
left and stopped.

Someone was looking after me as it did not flip over. 

What did 007 say ? shaken and VERY stirred. 

Engine stoppage caused by the Electronic ign. wire inside the distributor
rubbed and shorted on the rotor.

Damage- nose wheel and one of three prop blades, Left main, 3 x broken bolts
and damage to underside of inner wing, the nose wheel folded back but sat
under the F/WALL and keep the nose up off the rough ground. What a very
strong little aircraft!!!

Lessons leant, forget restarting the engine twice and fly the plan, how many
times have we heard that Should have done a Mayday call, as if it had of
turned over, I could have been in trouble.


KR2 flying again.

But needs some underside and wingtip paint sometime.

Accident reports and inspections done.

Phil Matheson


___
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KR> flying stories ?

[phillabaum...@aol.com]

Nice story Jeff,  Goes to say don't linger on the runway and always look for 
traffic, even while on the ground. They may not have a radio or might be tuned 
in wrong. Once I was doing engine out practice and while on short final a Lear 
taxied out onto the runway for take off. Good thing I could make the go around 
call. He answered back with "sorry" yet still beat me to the end of the runway.
Steve Phillabaum




-Original Message-
From: Jeff York <jeffyor...@yahoo.com>
To: KRnet <kr...@mylist.net>
Sent: Tue, Dec 20, 2011 9:26 am
Subject: Re: KR> flying stories ?



lying stories,
This may not be a flying a KR story but, I had a KR in my plans and dreams at 
he time.
It was nearly 20 years ago when I was taking flying lessons that this 
nteresting flying event took place. I learned to fly in northern Indiana. The 
mall community airport I flew out of rarely if ever plowed the snow on the 
unways in the winter. On this very chilli morning I arrived at the airport to 
ind that the Cessna 152 I flew had the radios removed for service. So, I walked 
ack into the FBO with my head low because I figured there would be no flying 
or me today. I was greeted by a flight instructor and I informed her that there 
ere no radios in the 152 so I guess I couldn't fly. She quickly responded by 
aying no Jeff, you can fly without the radios because you will not be flying 
nto any controlled airspace and the regs do not require you to have them, so 
ou don't need them. So, I thought, ok. I am going flying. 
o, I jumped in the 152 fired her up and took off for a morning of building solo 
ime. 
hat morning the temps outside were about 10 below zero. The runways had several 
nches of packed snow and my trainer always told me to be very cautious with the 
se of brakes when on ice and snow.
o, being a young and dumb student, I took off knowing that local traffic would 
e light as I had often found myself to be the only one dumb enough to fly in 
ome of the weather conditions I flew in. Always VFR but sometimes right on the 
dge of barely being VFR or being extremely cold or windy. In other words, I 
igured it would be another day when I would be the only one flying.
ff I went with a heading northwest to our practice area.  So, I got settled in 
o enjoy the views of all the deep snow and the thrill of being in the air. But, 
s a dumb student pilot, I paid little attention to how far I had flown and 
uddenly found myself far outside my student area and I could see the Chicago 
kyline. Well, it was time to turn around and I had to radios to contact Chicago 
o I better get out of the area. 
o, here I am at about 4500 feet way outside my flying area and with no radios 
hen I decided , Hey ! I probably should start lowering my altitude in 
reparation for getting back toward my airports pattern altitude. 
o, I put in some carb heat, pull back on the throttle and suddenly the motor 
tarts shaking and the whole plane shakes so bad I can barely make out the 
anel. I check mixture, carb heat and throttle thinking maybe I have some carb 
ce but nothing seems to make the plane stop shaking. Well, full throttle seemed 
o get everything back in order so I continued on and decided the best way to 
et down was to do a series of dives then shallow them out until I got back down 
o pattern altitude by the time I made it back to my airport. I try a couple 
ore times to pull back on the throttle and I get the same bad results.
hen the thoughts came into my head. What if I got back to my airport and there 
ould be an airplane on the runway and I had an engine out and no radios to warn 
nyone ? What if anyone was out practicing and they might be back taxiing and I 
urn final and the engine quits ? 
ell, I get back to the airport, I am at pattern altitude when what do you know? 
here's the local flying clubs Piper 180 smack in the middle of the runway just 
itting still. 3000 feet of runway and I have about 1500 of ice covered runway 
o land and get stopped. Lets hope I dont loose the engine, lets hope I dont 
ver shoot my target landing point, lets hope they dont decided to turn around 
nd back taxi the active runway. 
ell, I held the power in long enough, its time to pull the power and hope for 
he best. Well, I put in carb heat. The plane starts shaking and then the motor 
uits. I remember my training which says, fly the plane. I dont have enough 
ltitude to really do a lot of checking and time to do much to attempt to 
estart the engine so I concentrate on flying and landing and keeping my eye on 
he piper 180 hoping it doesnt attempt to do a 180 back taxi and hoping I dont 
ver shoot and hoping I dont have to use much of my brakes on the icy snow 
overed runway. Here it goes God, be my co-pilot, since I have no radio, please 
llow me to land without that other plane turning around.
 come down, flare, cant see the Piper now so I can only hope it didnt start to 
ack taxi. I nail my target landing spot right

KR> flying stories ?

[Jeff York]

Flying stories,

This may not be a flying a KR story but, I had a KR in my plans and dreams at 
the time.

It was nearly 20 years ago when I was taking flying lessons that this 
interesting flying event took place. I learned to fly in northern Indiana. The 
small community airport I flew out of rarely if ever plowed the snow on the 
runways in the winter. On this very chilli morning I arrived at the airport to 
find that the Cessna 152 I flew had the radios removed for service. So, I 
walked back into the FBO with my head low because I figured there would be no 
flying for me today. I was greeted by a flight instructor and I informed her 
that there were no radios in the 152 so I guess I couldn't fly. She quickly 
responded by saying no Jeff, you can fly without the radios because you will 
not be flying into any controlled airspace and the regs do not require you to 
have them, so you don't need them. So, I thought, ok. I am going flying. 
So, I jumped in the 152 fired her up and took off for a morning of building 
solo time. 
That morning the temps outside were about 10 below zero. The runways had 
several inches of packed snow and my trainer always told me to be very cautious 
with the use of brakes when on ice and snow.
So, being a young and dumb student, I took off knowing that local traffic would 
be light as I had often found myself to be the only one dumb enough to fly in 
some of the weather conditions I flew in. Always VFR but sometimes right on the 
edge of barely being VFR or being extremely cold or windy. In other words, I 
figured it would be another day when I would be the only one flying.
Off I went with a heading northwest to our practice area.  So, I got settled in 
to enjoy the views of all the deep snow and the thrill of being in the air. 
But, as a dumb student pilot, I paid little attention to how far I had flown 
and suddenly found myself far outside my student area and I could see the 
Chicago skyline. Well, it was time to turn around and I had to radios to 
contact Chicago so I better get out of the area. 
So, here I am at about 4500 feet way outside my flying area and with no radios 
when I decided , Hey ! I probably should start lowering my altitude in 
preparation for getting back toward my airports pattern altitude. 
So, I put in some carb heat, pull back on the throttle and suddenly the motor 
starts shaking and the whole plane shakes so bad I can barely make out the 
panel. I check mixture, carb heat and throttle thinking maybe I have some carb 
ice but nothing seems to make the plane stop shaking. Well, full throttle 
seemed to get everything back in order so I continued on and decided the best 
way to get down was to do a series of dives then shallow them out until I got 
back down to pattern altitude by the time I made it back to my airport. I try a 
couple more times to pull back on the throttle and I get the same bad results.
Then the thoughts came into my head. What if I got back to my airport and there 
would be an airplane on the runway and I had an engine out and no radios to 
warn anyone ? What if anyone was out practicing and they might be back taxiing 
and I turn final and the engine quits ? 
Well, I get back to the airport, I am at pattern altitude when what do you 
know? There's the local flying clubs Piper 180 smack in the middle of the 
runway just sitting still. 3000 feet of runway and I have about 1500 of ice 
covered runway to land and get stopped. Lets hope I dont loose the engine, lets 
hope I dont over shoot my target landing point, lets hope they dont decided to 
turn around and back taxi the active runway. 
Well, I held the power in long enough, its time to pull the power and hope for 
the best. Well, I put in carb heat. The plane starts shaking and then the motor 
quits. I remember my training which says, fly the plane. I dont have enough 
altitude to really do a lot of checking and time to do much to attempt to 
restart the engine so I concentrate on flying and landing and keeping my eye on 
the piper 180 hoping it doesnt attempt to do a 180 back taxi and hoping I dont 
over shoot and hoping I dont have to use much of my brakes on the icy snow 
covered runway. Here it goes God, be my co-pilot, since I have no radio, please 
allow me to land without that other plane turning around.
I come down, flare, cant see the Piper now so I can only hope it didnt start to 
back taxi. I nail my target landing spot right on, avoid the temptation to slam 
on the brakes and hope that all the flaps and drag slow me down as I very 
slightly begin to apply the brakes. I get stopped, 10, 20 30 feet or more to 
spare. The Piper 180 is sitting there never aware of what was happening behind 
them. I open the door, fall to the ground, knees shaking from all the adrenalin 
and I kiss the snow and thank God for letting me make it even though I was to 
stupid to know better.
A couple of days later I return to the airport to get back in the saddle. When 
I arrive I am told the 

KR> flying stories ?

[Phillip Matherson]

Where are all the inspirational flying stories
-

What about the ones that almost stop us from flying again.

This is my Engine Failure on takeoff story.

25th August approx 1730 Daylight saving time. Down under.

Take off RW 23,( sealed-crop duster strip lot of trees and houses) Full
power to about 400 feet about 1 mile from runway, no warning engine stopped
dead. Nowhere to go ahead 160dec turn to right to the only open field, tried
to start twice, tanks, fuel pump etc, nothing, by now low and fast. Trim,
slow down full flap, but running out of intended field. Had to decide to go
over or though the fence, when over, around a tree ( not good) then a
channel I had to STALL over the irrigation channel, I think the left wing
clipped the ground first ( now I was only along for the ride) flipped to L
wing down, and nose wheel and Left main collapse and ground loop to the left
and stop.

Someone was looking after me as it did not flip over. 

What did 007 say ? shaken and VERY stirred. 

Engine stoppage caused by the Electronic ign. wire inside the distributor
rubbed and shorted on the rotor.

Damage- nose wheel and one of three prop blades, Left main broken bolts and
minor damage to underside of inner wing, the nose wheel folded back but sat
under the F/WALL and keep the nose up off the rough ground.

Lessons leant, forget restarting the engine twice and fly the plan, how many
times have we heard that Should have done a Mayday call, as if it had of
turned over, I could have been in trouble.


KR2 flying again.

But needs some underside and wingtip paint sometime.

Accident reports and inspections done.

Phil Matheson



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> flying stories ?-kinda long

[pk.sm...@bigpond.net.au]

I too have an autopilot installed in my KR2S but not flown yet. It is based on 
Dynon D180, a control head (cumbersome to operate directly from the D180) and 2 
capstan type servos. Will grab some shots soon and post on my blog.
Paul.
Brisbane Australia.

 Dene Collett  wrote: 
Hi Joe
I would be very interested to see some pics of your autopilot installation.
I could be wrong but I think you might be the first to install an autopilot
in a KR.

KR> flying stories ?-kinda long

[Dene Collett]

Hi Joe
I would be very interested to see some pics of your autopilot installation.
I could be wrong but I think you might be the first to install an autopilot
in a KR.
Good luck dealing with the feds.

Regards
Dene Collett
Avlec Projects cc
Port Elizabeth 
South Africa
To earn 100% commisions follow the link below:
http://www.empowernetwork.com/almostasecret.php?id=Dene1

KR> flying stories ?-kinda long

[MDKR2S]

>>Joe wrote:  The other thing that i have not fessed up to with all of you 
>>yet because i am not sure what the out come is going to be but I guess i 
>>am now officially a criminal. On the way home from Corvair College I 
>>busted the special use airspace around Washington DC.

I also busted the ADIZ (they have another term for it now) around DC last 
summer by a 1/2 mile while sightseeing around the western shore of the 
Chesapeake Bay.  When I got back to the airport, the airport manager had 
been called by Tracon and told me to call Tracon.  While on the phone with 
Tracon, the TSA had called the airport manager and left all kind of 
threatening messages about sending the police after me.  While I was talking 
to Tracon, TSA called them and Tracon relayed to them that I had busted it 
by less than a 1/2 mile and I must have realized what I had done since I had 
made a 180 deg turn...so Tracon thought that should be the end of it and to 
this day I have not heard another word.  But a word to the wise, these TSA 
guys are on steroids ( I have a stronger term but won't use it) about the 
air security around DC and one should give it a wide berth.  The Tracon guy 
told me that the "truth data" is radar, not your GPS, and not cut it so 
close.  So in actuality, you may be outside the ADIZ, but if they say you 
are in there, stand by for a lot of attention :)
r/Bernie
KR2S Builder/air space criminal
Lusby, MD 

KR> flying stories ?-kinda long

[joe.kr2s.buil...@juno.com]

Hey Guys, I have been busy since coming back from Corvair College back in 
November, but manage to fly 2 to 4 hours a week. Our club goes to breakfast 
every Sunday morning. I guess the certified guys are starting to accept me as I 
have been taking someone different with me every week. The one week the VP of 
Lancair international sales went with his knock out gorgeous Evolution turbine. 
I took off right behind him and was surprised that I was keeping him in sight 
when I realized that he was catching up with each of the planes ahead of us and 
doing photos. But as i would just about catch the pair to join in he would jump 
out and was gone again. This went on for about 30 miles and several planes 
until he circled back for another shot at one of them and i took the 
opportunity to firewall it so that he had to add power to catch me (I knew he 
would) as he was just at idle to be slow enough to fly with all the Cessna's. I 
told the guy with me to watch because i thought that he would sneak up on us. A 
couple minutes latter i noticed I was a little left of course and just started 
to drift back to the right while i leaned over to check to see i was clear and 
there he was about 4 feet off my wing and about 2 feet above with one of those 
big grins on his face. What a cool picture it would have been. It really made 
it a fun flight with all the chatter from I think 10 planes that morning.
The other thing that i have been up to is i bought myself a Christmas present. 
I bought the servos for the dynon D10A and installed them a couple weeks ago. I 
started flying and testing and adjusting them last weekend. I have about 5 
hours with the Auto Pilot working now. I don't have the heading servo program 
all operating correctly yet but the Altitude works great. It is a real hoot. 
the Altitude hold is a great help it holds it with inn 10 feet all the time. 
The 180 degree turn button is a one shot button and is really cool just to play 
with. The bank angle is part of the program and with one push if your in a 
cloud in 90 seconds or less your headed back exactly where you came from and at 
the same exact altitude. The accent and decent rate works great and hits right 
on the target altitude. It now calculates the point when to start a decent when 
in a flight plan. I didn't buy the AP34 which is a separate control unit for 
the Dynon AP. I don't think it is to cumbersome just to use the buttons in the 
menu of the D10A. It does make it easier to change decent rates and altitude 
changes  but not a big deal. Just having fun with it for now. The other 
thing that i have not fessed up to with all of you yet because i am not sure 
what the out come is going to be but I guess i am now officially a criminal. On 
the way home from Corvair College I busted the special use airspace around 
Washington DC. The short of it is the course i had in the GPS had a turn point 
just inside because it was a point that was in the data bank. I was flying a 
course about 2 to 3 miles west of the GPs course line until about 30 miles 
south of it. I was at 11,500 and I ran out of O2 about a half hour into the 
flight. which means i was without supplemental O2 for about 1 1/2 hours. When i 
got close i started studying the maps again and the gps and for the life of me 
i could not figure out why i was going so far off to the west and actually 
argued myself into thinking that i had been flying the wrong course for the 
past 6 years. At the worst point i was about 1 1/2 miles in from the edge. Any 
way when i landed the FBO said i should call US Customs and they told me i was 
in trouble and had to call Tracon. While on the phone with Tracon 3 state 
police cars came zipping in and 4 officers. I'm still on the phone and the one 
young officer ask (a little excited) " are you the pilot, what did you do?" 
They didn't know what they were there for either. Anyway after it sunk in to me 
what i had done I came right home and wrote up a NASA report and the next day i 
got a call from the FISDO. I wrote a report to them and all the information and 
am just waiting now to see the outcome.Well is that enough stories -- all 
sad but trueJoe Horton,Coopersburg, PA.

53 Year Old Mom Looks 33
The Stunning Results of Her Wrinkle Trick Has Botox Doctors Worried
http://thirdpartyoffers.juno.com/TGL3141/4eee7c206d394d58ad7st06duc

KR> flying stories ?

[Mike Sylvester]

Now that's what I'm talkin bout.

Mike Sylvester 
kr2s builder 
Birmingham,AL.

Cell no.205-966-3854



 Now I was really letting 
> out that yeehaaa as I was cooking across the ground. That was 
> the fastest ground speed I have ever seen in my KR in level flight. 
> Mark Jones (N886MJ)
> Stevens Point, WI
> E-mail: flyk...@charter.net
> Web: www.flykr2s.com
> 
> 
> 
> 
> ___
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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> flying stories ?

[Mark Jones]

Holy Cowit reached 39 degrees here today and I went flying. And a 
beautiful flight it was. Surface winds were 12 mph and were 5 degrees 
crosswind to runway 21 at Stevens Point. After my preflight and fuel 
acquisition, I taxied to 21 did my run up and firewalled her. She jumped 
right off the ground and like a homesick angel she climbed out of there. 
Almost a month without flying I let out a big yeehaa that could be 
heard round the world.yea right. Anyway, it was pretty bumpy on climb 
out till I reached 4000 and then it was smooth as glass. There were no other 
planes flying in my area which surprised me on such a nice day here. Then 
the strangest feeling came over me. I realized I ws hardly moving. A quick 
glance at the air speed indicator said I was doing 147 mph. I looked at the 
GPS and it said my ground speed was 89 mph. No wonder I felt like I was not 
moving. It was like being in a J3 Cub. What a hoot to fly so slow in a KR. A 
quick 180 degree turn and my GPS jumped to 205 mph. Now I was really letting 
out that yeehaaa as I was cooking across the ground. That was 
the fastest ground speed I have ever seen in my KR in level flight. That 
really made me want to go somewhere and get there fast. Too bad I did not 
have the time to take such a trip. Instead I just plyed around the sky doing 
wingovers, tight turns, roller coasters which lifted me out of my seat and 
just had fun with the high winds above. Time to come in so I set up a five 
mile final to 21 and it seemed like it took me forever to reach the runway. 
Not one of best landings as the sun was directly over my nose. I actually 
had the sun in my prop path as I touched down. Now that flickering of sun 
light through the prop was very distracting. My roll out was also short due 
to the winds. Overall, a great flight. God I love my KR and can't wait to 
fly her again.


Mark Jones (N886MJ)
Stevens Point, WI
E-mail: flyk...@charter.net
Web: www.flykr2s.com

KR> flying stories ?

[kr2coo...@comcast.net]

Mike ask: Where are all the inspirational flying stories that keeps the fires 
burning in all of us builders ? 

  

I have been reluctant to jump in on this because I'm not flying a KR but it is 
Experimental related. My friend and neighbor Mac built a RV9A but his health is 
such that he does not want to take a flight physical right now. Another mutual 
friend of ours who is a CFI and has a RV7 flew the test flight period on the 
Mac's 9. Now he is checking me out in the RV9A so that we can both help Mac and 
fly with him until he gets his health problems solved. In just over a week I 
have flown 5.5 hours in the RV and need to get 10 hours for Mac's insurance to 
cover me. Mac spared no expense on his airplane and so has all the latest 
Garmin and Dynon glass on the panel. How many two place single engine airplanes 
have you seen that have leather heated seats? My problem is I have always flown 
steam gauges and so trying to learn these new fangled video games has been a 
task for me. I do like the attitude indicator display but trying to interpret 
heading and altitude and airspeed without needles takes all my attention. I 
know those of you who fly glass panels regularly love them and would never want 
another steam gauge but it takes some getting used to. The RV has great climb 
and cruse performance and handles very good. My only complaint (I don't know if 
I'm complaining about myself or the airplane) I can't get full aft stick 
because of my fat belly and the five point harness the stick hits the harness 
buckle before it hits the stops. I do have the seat adjusted as far back as it 
will go. That's my flying story probably not very inspirational for a KR 
builder but at least I'm not growing roots on the couch.  Sorry to say that my 
KR is sitting in the basement looking lonesome and forgotten. I haven't worked 
on it since I bought the Grumman just over a year ago. The Grumman takes all my 
dollars and time but gives me a lot of flying pleasure in return. 

Jack Cooper 

Chuckey TN. 



- Original Message -

KR> flying stories ?

[Mike Sylvester]

Mark, With a heat wave all the way up to 32 deg. you better take the sunscreen 
and after you land you could get one of those fruity drinks with the little 
umbrella in it.

Mike Sylvester 
kr2s builder 
Birmingham,AL.

Cell no.205-966-3854



> 
> - Original Message - 
> From: "Mike Sylvester
> 
> Where are all the inspirational flying stories that keeps the fires burning 
> in all of us builders ?
> 
> 
>  The 
> temp is going to reach 32 degrees and it is sunny. .
> 
> 
> 
> Mark Jones (N886MJ)
> Stevens Point, WI
> E-mail: flyk...@charter.net
> Web: 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

KR> flying stories ?

[Mark Jones]

- Original Message - 
From: "Mike Sylvester

Where are all the inspirational flying stories that keeps the fires burning 
in all of us builders ?


Mike,
Unfortunately up here in the frozen tundra of Wisconsin the weather has not 
allowed me to do much flying. The last time I was in te air was Nov 22nd. 
With any luck, I will get to fly today as we are having a heat wave. The 
temp is going to reach 32 degrees and it is sunny. Feels like summer. Yea, I 
wish.



Mark Jones (N886MJ)
Stevens Point, WI
E-mail: flyk...@charter.net
Web: www.flykr2s.com

KR> flying stories ?

[Glenn Martin]

On 12/18/2011 7:28 AM, Mike Sylvester wrote:
> As for me, I'm going downstairs for a full day of sanding on the tail 
> feathers. And Merry Christmas to all.
Ive been LOVING the time spent sanding my KR..Getting to see whats 
underneith all that paint, doing inspections that give me faith in her 
basic structure. I'm slowly gettng there, at least to where i can begin 
gluing broken glue joints, and patching up fiberglass dings and cracks. 
The time just FLYS. BTW..Look for the news this afternoon here. My CFI 
told me that were going up at 3pm, and if it goes as well as it did 
yesterday, I'm gonna get my tailwheel endorsement. 

-- 
Glenn Martin,
KR2 N1333A,
Biloxi, MS

KR> flying stories ?

[Mike Sylvester]

Sorry if you get this twice but it does'nt look like it went out yesterday when 
I first tried to send it. Straight to the question. Where are all the 
inspirational flying stories that keeps the fires burning in all of us builders 
? Come on guys, I know someone out there is doing more than sitting on the 
couch this winter. I've really enjoyed reading the exploits of the "Time 
machine, N56ML" and all the others that have gone through the tedious hours of 
sanding that are now enjoying flying their KRs'. As for me, I'm going 
downstairs for a full day of sanding on the tail feathers. And Merry Christmas 
to all.


Mike Sylvester 
kr2s builder 
Birmingham,AL.

Cell no.205-966-3854  

KR> flying stories ?

[Mike Sylvester]

Straight to the question. Where are all the inspirational flying stories that 
keeps the fires burning in all of us builders ? Come on guys, I know someone 
out there is doing more than sitting on the couch this winter. I've really 
enjoyed reading the exploits of the "Time machine, N56ML" and all the others 
that have gone through the tedious hours of sanding that are now enjoying 
flying their KRs'. As for me, I'm going downstairs for a full day of sanding on 
the tail feathers. And Merry Christmas to all.

Mike Sylvester 
kr2s builder 
Birmingham,AL.

Cell no.205-966-3854