From: "KR-net users group digest" To: "kr-net digest recipients" Subject: kr-net digest: March 12, 2000 Date: Monday, March 13, 2000 12:12 AM KR-NET Digest2 for Sunday, March 12, 2000. 1. Re: flying the KR2 2. Carburetor heat box for Zenith 1821 -2180 VW 3. KR-2S Project for sale $7K 4. Re: kr-net digest: March 11, 2000 5. EA-81 For Sale 6. Re: Wheel shimmy 7. Re: flying the KR2 8. Re: flying the KR2 9. re: NSI aero products inflight adujustable pitch 10. Re: flying the KR2 11. Re: flying the KR2 12. A real KR, Up close and personal 13. Congratulations to another new pilot! 14. re: NSI aero products inflight adujustable pitch 15. Re: flying the KR2 16. Re: flying the KR2 17. new to the board 18. floats 19. Re: new to the board 20. Re: flying the KR2 21. Re: floats 22. Re: flying the KR2 23. prop rental cooperative? 24. Hypoxia (Was: flying the KR2) 25. Re: Hypoxia (Was: flying the KR2) 26. Re: Hypoxia (Was: flying the KR2) 27. Re: flying the KR2 28. Re: Hypoxia (Was: flying the KR2) 29. Re: flying the KR2 30. Re: flying the KR2 31. Little Jon 32. Hypoxia and CO 33. Re: floats 34. Parts needed....... 35. Re: Hypoxia (Was: flying the KR2) 36. Questions 37. More on the NSI / Warp drive prop 38. Re: flying the KR2 39. Re: flying the KR2 ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: "Wolf Packs, Inc." Date: Sun, 12 Mar 2000 00:29:12 -0800 X-Message-Number: 1 David, I've only flown a plain, old ('80's), stock KR2 tri-gear so I can't speak= =20 for the masses but mine flies hands off at around 100 mph. Once it's=20 trimmed I "steer" it by leaning side to side or forward & aft. As speed=20 increases (120 & up) it gets more sensitive so being a very low time=20 (cautious) pilot, I keep my hand loosely on the stick. Yes, it goes wher= e=20 you point it, pretty quickly if you're really moving, but if you don't ya= nk=20 the stick around they fly very comfortably. Gentle inputs make gentle=20 responses. The KR2-S (stretched) sounds like it would be even easier to = fly. >Could some one give me some general charicistics of how the KR2 responds >I understand it's not a hands off flier, but i have read that some peop= le >say their's is. Did they do something to correct a problem? Some of the guys on this net have made great improvements on the original= =20 design, but if you ask the guys flying stock KRs I doubt they'd call=20 anything about the plane's handling a "problem". My guess is that long ago the KRs developed this very responsive=20 reputation more because of landing difficulties than the handling=20 characteristics. Landing difficulties due to: 1. The odd feeling from landing at 60mph with your butt 6" off the paveme= nt=20 and not being able to see hardly any runway. 2. The long ground effect float from a slippery, light weight airframe. 3. The original retract gear folding up unless you "grease it on". What might someone say about their messy landings..."Ahh, it's pretty tou= chy" ? Just my 2 cents, probably worth about half that. Paul Martin Ashland, OR www.wolfpacks.com/KR Linda von Hanneken-Martin Wolf Packs=AE - Gear for Working Dogs Phone/FAX: 541-482-7669 web: http://wolfpacks.com ~ email: mailto:traildog@wolfpacks.com=20 ---------------------------------------------------------------------- Subject: Carburetor heat box for Zenith 1821 -2180 VW From: Chris Gardiner Date: Sat, 11 Mar 2000 18:32:44 -0500 X-Message-Number: 2 Does anyone have sketches for a heater box for this carb . set up ? I have been trying to adapt the type shown in the Tony Bengalis engine books to this sidedraft (?) type but am not overly pleased with my results so far. I think Don Betcham had an article in the KR Newsletter a while back but no pictures of the actual box and ducting. I have tried GreatPlains but they do not sell these or provide plans for one. All suggestions welcome. Regards Chris Gardiner C-GKRZ KR2S 60% ---------------------------------------------------------------------- Subject: KR-2S Project for sale $7K From: "Tom Andersen" Date: Sun, 12 Mar 2000 06:16:42 -0500 X-Message-Number: 3 After four years at it it is with great sadness that I am announcing my KR-2S project is for sale. My job's demands have dramatically increased since I started building it and I find I simply do not have enough time or energy to build and so I will be buying something to fly. E-mail me directly at tom.andersen@attws.com if you are interested in purchasing my project. Do not respond to the group list. The boat is 2" wider than stock at the top and bottom at the widest point, so it's 40" at the knees on top. The tail spars are attached and framed up, main spars built, center spar mounted, Diehle castings are mounted for TD. I'm a certified A&P mechanic and have done all the building on it with meticulous attention to detail. All KR builders who have seen it in person have been impressed with the woodwork and craftsmanship and you will too. My web page with some older pics is at http://www.t-three.com/200MPH/mods.htm . The following is a list of the major parts included: KR-2S Diehle wing skins, crated. KR-2S RR stub wing skins, crated. KR-2S Cowling. KR-2S Canopy. KR-2S Canopy frame. KR-2S Front turtledeck. KR-2S Diehle main gear w/ RR tailwheel assembly, two springs. Cleveland 5" wheels, tires, and brakes. KR-2S bolt kit from RR. KR-2S foam and glass kit. KR-2S Wing attach fittings. KR-2 RR rudder pedals. KR-2S tail surface hinges (elevator hinges done) KR-2 piano hinges. KR-2S Plan set # 175 KR-2 canopy latches. KR-2 Dual Control stick assembly Subaru EA-81 engine core (value approx $250) Parts and materials cost me well over 10K, labor of love is priceless, selling all for $7K. Project is located at home in Orlando FL. You can call at 407 492 5955 or e-mail me directly at tom.andersen@attws.com . You would need about a 15' moving truck to move it all. I am not even home to read any responses to the group list, so please don't just hit reply, I won't see it for several weeks. -Tom Andersen Orlando, FL ---------------------------------------------------------------------- Subject: Re: kr-net digest: March 11, 2000 From: SRMAKISH@aol.com Date: Sun, 12 Mar 2000 08:23:36 EST X-Message-Number: 4 Re: Flying the KR Mine does not have a balanced elevator so when you let go of the stick, it sort of noses over. I solved that problem years ago with a spring on the elevator control which is fixed at on end and keeps the elevator fairly centered. This works hands off and my wing leveler keeps the plane on track. I can go for a long way before any trim is needed. You can read a chart or have a cup of coffee. Steve ---------------------------------------------------------------------- Subject: EA-81 For Sale From: PhilKR2S@aol.com Date: Sun, 12 Mar 2000 08:38:36 EST X-Message-Number: 5 EA-81 ENGINE (Asian truck model) set up for Direct Drive with rebuilt turbo$2500. This engine is rated 100 hp at 5600 RPM with dual carbs in stock configuration in Asian trucks. Has RFI starter, starter adapter, flywheel and 5" prop extension. ND 50 amp alternator (the tiny one). New 350 CFM Holly carb with McNeilly leaning block, engine rebuilt with new bearings, rings, oil and water pumps, and seals. Heads rebuilt (no cracks). Most of exhaust completed. Intake from turbo to heads not complete. Oil and water plumbing not complete. Motor mount for KR2S and VW radiator included. Some engine instruments included. Prop also available - by Props Inc 54 X 52 $400. ---------------------------------------------------------------------- Subject: Re: Wheel shimmy From: "Troy Johnson" Date: Sun, 12 Mar 2000 07:22:51 -0700 X-Message-Number: 6 Hey gang, Wanted to take a minute to extend a big thank-you to Jeff Scott for his patience, as usual, with my tagging along with him the better part of last Saturday at the Cactus fly-in at Casa Grande, AZ. Larry Hall was able to make it as well, thanks for the soda Larry, can't wait to see your project ! Larry is on the final stretch with his bird, while mine is still upside down on the table being framed. But a great shot in the arm to get moving on a project is to get to see one live and in person and Jeff was kind enough to make a fly-by in the pattern as he departed. Charlie Greeves (sp) also made it, another AZ builder a good ways along on his project. Ross, we missed having you along but we will hook up with you shortly. Jeff, you were correct about Sunday's weather, my flight was postponed, but I flew tonight, and I now hold a certificate. Thanks again ! Troy ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: Krwr1@aol.com Date: Sun, 12 Mar 2000 09:23:46 EST X-Message-Number: 7 In a message dated 03/12/2000 3:01:56 AM Eastern Standard Time, joejbeyer@earthlink.net writes: << , but I learned through experience to relax and don't grip the stick. Another thing about the KR is that it's a ruder airplane. That is when you roll into a turn, you have to coordinate the rudder the rudder with the ailerons like a Cessna. Not like a Lancair or Longeze where the fly in a bank, ball centered, without any rudder input. I'm told that RV's are that way t >> My KR-1 was not a rudder airplane, in fact I flew mine most of the time with my feet on the gear bar. Bill Youngstown Ohio ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: KMcke10305@aol.com Date: Sun, 12 Mar 2000 09:31:45 EST X-Message-Number: 8 Are you telling me that all you have to do is lean and the plane turns? And if the KR is in fact not a hands off plane, is there alot of fatigue during a cross country flight having to fight the plane to get it to point in the right direction? I am building the KR2S and I keep getting mixed emotions about this thing. I hear good things and then bad things, I feel as if I am on a emotional rollercoaster when it comes to completing this plane. Does anyone know what the approx. glide ratio for the Kr is? Thanks Keith Ft. Myers, FL. ---------------------------------------------------------------------- Subject: re: NSI aero products inflight adujustable pitch From: "Mark Langford" Date: Sun, 12 Mar 2000 08:40:52 -0600 X-Message-Number: 9 This is a multi-part message in MIME format. ------=_NextPart_000_004B_01BF8BFE.AC6E5850 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Stuart Mather wrote: >I noticed in the last Custom Planes issue an ad for the NSI aero = products inflight adjustable pitch >prop hub. Any opinions?, dirt? = endorsements?=20 Stuart, I don't claim to be an expert on Ivo props, but I'll tell you what I've = heard. There are two versions of Ivo prop, one for ultralights, and one = for larger applications like ours. William Wynne doesn't think much of = the strength of the blade retention system, at least for the high HP = Corvair application. The ground adjustable version is something like = $700, with an option to make it in-flight adjustable raising the total = price to something like $1500. Troy Petteway just bought one, so we'll = find out how well it works a little later. He's pretty close to flying = again, this time with his 105 hp C-85! I've always thought than an adjustable prop would be THE ticket to = dialing in the prop/engine combination, but in a recent Contact magazine = issue they point out that adjustable pitch props are still a compromise. = This is because when a prop is carved with a particular pitch in mind, = the pitch changes from root to tip due to the diameter in a certain way, = and it depends on the amount of pitch you need. With an adjustable = pitch prop, the blade has a "compromise" pitch that can't be changed = (tip to root), although some claim to "warp" and give you that effect. = And when you cut one down, things really get out of kilter. From what = Troy told me, the shortest Ivo blade is 64" long, so after cutting it = down to our 54" length, you've got a lack of blade twist, for certain = pitch ranges. As for NSI, I think they've been universally branded a "company to = avoid", judging by everything that I've read about them. Like I said, = I'm no expert, so others are welcome to chime in with REAL knowledge on = the subject, but I figured heresay was better than no answer at all. = Personally, I'm going to buy a 3 blade wooden prop just to get started, = and then build my own later to dial it in... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------=_NextPart_000_004B_01BF8BFE.AC6E5850 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
 
>I noticed in the last Custom = Planes issue an=20 ad for the NSI aero products inflight adjustable pitch >prop hub. Any = opinions?, dirt? endorsements?
 
Stuart,
 
I don't claim to be an expert on Ivo props, but I'll tell you what = I've=20 heard.  There are two versions of Ivo prop, one for ultralights, = and one=20 for larger applications like ours.  William Wynne doesn't think = much of the=20 strength of the blade retention system, at least for the high HP = Corvair=20 application.  The ground adjustable version is something like $700, = with an=20 option to make it in-flight adjustable raising the total price to = something like=20 $1500.  Troy Petteway just bought one, so we'll find out how well = it works=20 a little later.  He's pretty close to flying again, this time with = his 105=20 hp C-85!
 
I've always thought than an adjustable prop would be THE ticket to = dialing=20 in the prop/engine combination, but in a recent Contact magazine issue = they=20 point out that adjustable pitch props are still a compromise.  This = is=20 because when a prop is carved with a particular pitch in mind, the pitch = changes=20 from root to tip due to the diameter in a certain way, and it depends on = the=20 amount of pitch you need.  With an adjustable pitch prop, the blade = has a=20 "compromise" pitch that can't be changed (tip to root), although some = claim to=20 "warp" and give you that effect. And when you cut one down, things = really get=20 out of kilter.  From what Troy told me, the shortest Ivo blade is = 64" long,=20 so after cutting it down to our 54" length, you've got a lack of blade = twist,=20 for certain pitch ranges.
 
As for NSI, I think they've been universally branded a "company to = avoid",=20 judging by everything that I've read about them.  Like I said, I'm = no=20 expert, so others are welcome to chime in with REAL knowledge on the = subject,=20 but I figured heresay was better than no answer at all.  = Personally, I'm=20 going to buy a 3 blade wooden prop just to get started, and then build = my own=20 later to dial it in...

Mark Langford,   Huntsville, Alabama
mailto:langford@hiwaay.net
see= KR2S=20 project N56ML at http://home.hiwaay.net/~langfor= d
 
------=_NextPart_000_004B_01BF8BFE.AC6E5850-- ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: "RONALD.FREIBERGER" Date: Sun, 12 Mar 2000 09:59:29 -0500 X-Message-Number: 10 Most small, clean airplanes glide at about a 14:1 ratio. ALL small airplanes respond to occupants movement (think about it). On my JODEL d-11, when alone, I sat in the middle and moved a bit as needed to cruise along effortlessly. That's the nice thing about a center stick. Ron Freiberger...In Sunny Fort Myers mailto:ron.martha@mindspring.com -----Original Message----- From: bounce-kr-net-175892@telelists.com [mailto:bounce-kr-net-175892@telelists.com]On Behalf Of KMcke10305@aol.com Sent: Sunday, March 12, 2000 9:32 AM To: KR-net users group Subject: [kr-net] Re: flying the KR2 Are you telling me that all you have to do is lean and the plane turns? And if the KR is in fact not a hands off plane, is there alot of fatigue during a cross country flight having to fight the plane to get it to point in the right direction? I am building the KR2S and I keep getting mixed emotions about this thing. I hear good things and then bad things, I feel as if I am on a emotional rollercoaster when it comes to completing this plane. Does anyone know what the approx. glide ratio for the Kr is? Thanks Keith Ft. Myers, FL. --- You are currently subscribed to kr-net as: ron.martha@mindspring.com To unsubscribe send a blank email to leave-kr-net-175892C@telelists.com ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: Robert Patlovany Date: Sun, 12 Mar 2000 09:01:41 -0700 X-Message-Number: 11 A KR-2 with the designed differential ailerons is a feet-on-the-floor, ball-centered, high-banking honey. Mine would do ball centered 70 degree banks with no rudder input. Same went for my hanger partner's KR-2. > > << , but I learned through experience to relax > and don't grip the stick. Another thing about the KR is that it's a ruder > airplane. That is when you roll into a turn, you have to coordinate the > rudder the rudder with the ailerons like a Cessna. Not like a Lancair or > Longeze where the fly in a bank, ball centered, without any rudder input. > I'm told that RV's are that way t >> ---------------------------------------------------------------------- Subject: A real KR, Up close and personal From: "Gaylon Fuller" Date: Sun, 12 Mar 2000 08:27:50 -0800 X-Message-Number: 12 Thanks to Jeff Scott for flying down to Artesia from L.A. (Los Alamos) to let me lay hands on a real, flying KR! My first impression? Wow! These are so cool. And in the word of Will Smith "I gotta get me one of these!" I have so many more things to think about now, But many questions were answered. It was suggested to me to research direct driving my EA 81, so would anyone with info on that email off the net. Thanks Gaylon Fuller KR builder (KR looker at er) Artesia NM ---------------------------------------------------------------------- Subject: Congratulations to another new pilot! From: jscott.pilot@juno.com Date: Sun, 12 Mar 2000 09:28:08 -0700 X-Message-Number: 13 On Sun, 12 Mar 2000 07:22:51 -0700 "Troy Johnson" writes: > Hey gang, > > Wanted to take a minute to extend a big thank-you to Jeff Scott for his > patience, as usual, with my tagging along with him the better part of last > Saturday at the Cactus fly-in at Casa Grande, AZ. Larry Hall was able to > make it as well, thanks for the soda Larry, can't wait to see your project ! > Larry is on the final stretch with his bird, while mine is still upside down > on the table being framed. But a great shot in the arm to get moving on a > project is to get to see one live and in person and Jeff was kind enough to > make a fly-by in the pattern as he departed. Charlie Greeves (sp) also made > it, another AZ builder a good ways along on his project. Ross, we missed > having you along but we will hook up with you shortly. > > Jeff, you were correct about Sunday's weather, my flight was postponed, but > I flew tonight, and I now hold a certificate. > > Thanks again ! > > Troy Congratulations to KR builder Troy Johnson on completion of his Pilot's License. I had a great time as usual meeting with the KR builders in the Phoenix area at the Casa Grande Fly-In last weekend. It was good to finally get to meet Larry Hall, spend the day with Troy, and Charlie got there just in time to hand me some parts I was getting from him before I left. Wish I could have stuck around until Sunday, but needed to beat the weather home. Maybe I'll get to see you all at "Copperstate" again this year. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: re: NSI aero products inflight adujustable pitch From: jscott.pilot@juno.com Date: Sun, 12 Mar 2000 10:11:49 -0700 X-Message-Number: 14 > Stuart Mather wrote: > > >I noticed in the last Custom Planes issue an ad for the NSI aero > products inflight adjustable pitch >prop hub. Any opinions?, dirt? > endorsements? > > Stuart, If you want to do an adjustable prop, the NSI hub is probably the way to go. I agree with Mark that the Ivo is a disaster looking for a place to happen and terribly inefficient to boot. NSI uses the Warp drive prop blades. The problem is that there is some contention between the companies, so Warp Drive will only supply a generic blade to NSI and offers no support. While NSI does make a nice electric hub, they seem to have little knowledge about the prop blades and also provide you with little or no support to get the right blades for your application. The combination can make a nice prop provided you do the shopping and fitting stuff together between he two vendors. I've seen it done a couple of times with good results. We also have a local chapter member that now has a useless NSI/Warp drive prop on his hands due to the lack of support from either company. Just be aware of what you might be getting yourself into and how much $$ you could put into a potentially problematic prop. Just my opinion, but your money would be better spent with a quality wooden prop that has the "quasi" constant speed performance. There are three manufacturers of this type of prop, Warnke Propellors, Performance Props, and Prince "P" tip props. They are all 1/16" laminate props, are top quality, and live up to their advertising. I have been flying behind a Performance Prop on my KR for the last 243 hours (since new). When I change to another engine, I'll have them build me another prop. On Sun, 12 Mar 2000 08:40:52 -0600 "Mark Langford" writes: > > I don't claim to be an expert on Ivo props, but I'll tell you what > I've heard. There are two versions of Ivo prop, one for > ultralights, and one for larger applications like ours. William > Wynne doesn't think much of the strength of the blade retention > system, at least for the high HP Corvair application. The ground > adjustable version is something like $700, with an option to make it > in-flight adjustable raising the total price to something like > $1500. Troy Petteway just bought one, so we'll find out how well it > works a little later. He's pretty close to flying again, this time > with his 105 hp C-85! > > As for NSI, I think they've been universally branded a "company to > avoid", judging by everything that I've read about them. Like I > said, I'm no expert, so others are welcome to chime in with REAL > knowledge on the subject, but I figured heresay was better than no > answer at all. Personally, I'm going to buy a 3 blade wooden prop > just to get started, and then build my own later to dial it in... > > Mark Langford, Huntsville, Alabama > mailto:langford@hiwaay.net > see KR2S project N56ML at http://home.hiwaay.net/~langford > FWIW, originally I wanted a 3 blade prop too as I thought maybe I could get something more out of the engine/plane performance wise and it rates very high on the "cool factor". Clark Lydic of Performance Props was very clear that a three blade prop wouldn't buy me a thing other than the "cool factor" unless I had an engine that was putting out at least 150 HP. He would have been happy to build one for me at twice the cost of a two bladed prop, but in his opinion, it wasn't going to get me anything for performance. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: jscott.pilot@juno.com Date: Sun, 12 Mar 2000 09:21:35 -0700 X-Message-Number: 15 On Sun, 12 Mar 2000 09:31:45 EST KMcke10305@aol.com writes: > Are you telling me that all you have to do is lean and the plane turns? And > if the KR is in fact not a hands off plane, is there alot of fatigue during a > cross country flight having to fight the plane to get it to point in the > right direction? I am building the KR2S and I keep getting mixed emotions > about this thing. I hear good things and then bad things, I feel as if I am > on a emotional rollercoaster when it comes to completing this plane. Does > anyone know what the approx. glide ratio for the Kr is? > > Thanks > Keith > > Ft. Myers, FL. Keith, I put 3.5 hours of cross country time on mine yesterday. 2 hours were in some pretty choppy air. I find it to be less fatiguing than flying under the same conditions in my Stinson and much less so than in the Champ. I put 6.5 hours of cross country flight on it Friday and Saturday last weekend. By Saturday afternoon I was whipped, but I think that was mostly from spending the day dehydrating out in the Arizona sun, then cruising home at 12,500. I find cruising above 10,000 for extended periods to be a bit fatiguing. (must be getting old.) I did some testing on my plane a couple of years ago and measured the glide ratio at 13:1 (if I remember correctly). It doesn't seem important to me since I usually have to either plan well ahead or work at losing altitude to land. I usually come into the pattern fast and use my pattern turns to scrub off speed. Look, the plane flies just the same as anything else you have flown. The primary difference is in the low feedback (lack of feel in the stick) from the elevator. It took me two flights to adjust my feel to it. If that makes you nervous, there are several KRs with modifications done to the horizontal stab and elevator to correct this problem(?) that will be flying proof of concept planes in the very near future. Right? Mike? Dana? Mark? Troy? Troy's has flown, but is currently down for an engine upgrade. Comparatively, it is like getting out of a dump truck and getting into a sports car. If you want to fly a Cadillac, then don't build a KR. The KR is not a "hands off" airplane. It does not have the stability of a Cessna (nor would I want it to). However, you don't spend your flying time fighting it. You sit in a comfortable position and rest yout hand on the stick. That's all it takes. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: ejanssen@chipsnet.com (Ed Janssen) Date: Sun, 12 Mar 2000 12:04:46 -0600 X-Message-Number: 16 I'll have to echo Bill and say that the KR-1, at least , is definitely an AILERON airplane. About the only time I use the rudder is in a crosswind situation or very slight inputs for a coordinated turn. Otherwise the pedals are just a place to rest my feet. I've never flown a KR-2, however. Ed Janssen ----- Original Message ----- From: To: KR-net users group Sent: Sunday, March 12, 2000 8:23 AM Subject: [kr-net] Re: flying the KR2 > In a message dated 03/12/2000 3:01:56 AM Eastern Standard Time, > joejbeyer@earthlink.net writes: > > << , but I learned through experience to relax > and don't grip the stick. Another thing about the KR is that it's a ruder > airplane. That is when you roll into a turn, you have to coordinate the > rudder the rudder with the ailerons like a Cessna. Not like a Lancair or > Longeze where the fly in a bank, ball centered, without any rudder input. > I'm told that RV's are that way t >> > > > My KR-1 was not a rudder airplane, in fact I flew mine most of the time with > my feet on the gear bar. > Bill > Youngstown Ohio .com ---------------------------------------------------------------------- Subject: new to the board From: "Gary K. Bacon" Date: Mon, 13 Mar 2000 00:27:04 -0600 X-Message-Number: 17 I'm new to the board. Have been planning to build a modify KR2S for sometime. Would like any comments (pro or con) on the following mods: 1) Lengthen the fuselage 9" aft of wing. 2) Expand the cabin to 43" at the shoulders. 3) Change wing to an AS5048 airfoil at the root and AS5046 at the tip. 4) Balance all control surfaces. 5) Lengthen Horz. Stab 3" on each side. 6) Side stick controls. 7) Composite fuselage skin with foam core. 8) Powered by a Corvair engine per Willaims design. I plan to build this plane to make 500 mile plus cross country trips. I think the above mods would help?? Thanks, Gary ---------------------------------------------------------------------- Subject: floats From: "David Barner" Date: Sun, 12 Mar 2000 10:42:51 -0800 X-Message-Number: 18 is it true you can't put floats on a low wing plane, if not has anyone heard of a KR2 with floats ---------------------------------------------------------------------- Subject: Re: new to the board From: Mike Mims Date: Sun, 12 Mar 2000 10:39:00 -0800 X-Message-Number: 19 "Gary K. Bacon" wrote: > > I'm new to the board. Have been planning to build a modify KR2S for > sometime. Would like any comments (pro or con) on the following > mods: Gary it almost sounds as if maybe you should build a Vision. Have you looked at one? Your mods almost describe one to a T. zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims Sanding and Filling AGAIN! :o( http://www.fortunecity.com/marina/anchor/270/ mirror @ http://www.geocities.com/CapeCanaveral/Hangar/4136/ http://members.home.com/mikemims/ Aliso Viejo CA ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: cartera Date: Sun, 12 Mar 2000 12:17:10 -0700 X-Message-Number: 20 KMcke10305@aol.com wrote: > > Are you telling me that all you have to do is lean and the plane turns? And > if the KR is in fact not a hands off plane, is there alot of fatigue during a > cross country flight having to fight the plane to get it to point in the > right direction? I am building the KR2S and I keep getting mixed emotions > about this thing. I hear good things and then bad things, I feel as if I am > on a emotional rollercoaster when it comes to completing this plane. Does > anyone know what the approx. glide ratio for the Kr is? > > Thanks > Keith > > Ft. Myers, FL. > > --- > You are currently subscribed to kr-net as: cartera@cuug.ab.ca > To unsubscribe send a blank email to leave-kr-net-17454M@telelists.com Hello Gang, There sure is a lot of misinformation out there today. The KR is somewhat sensitive over the factory spam cans, but it is a joy to fly. I have a saying when I instructed and this applies to every aircraft - Treat her gently, treat her like a lady. Yes, one uses light pressures and I have done many hours with finger tip control. As for this fatigue after flying: better read up on hypoxia, this is very important at 12,500asl there is not much oxygen in your blood. There was a recent article at Avweb a short time ago. If anyone is interested I will find the URL. But being at that altitude for any length of time over 5 mins. You got to be nuts and not getting old. I don't give a dam if anyone flames me. Delete, delete. Let's get back to some common sense. This must be the 10th. time the sensitivity issue has arisen, it is not bad at all. -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ---------------------------------------------------------------------- Subject: Re: floats From: T152GMAN@aol.com Date: Sun, 12 Mar 2000 14:23:10 EST X-Message-Number: 21 I've seen a zenith on floats and thats a low wing. I dont know if the kr is structurally sound for the drag floats will induce,especially on take off and landings. ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: cartera Date: Sun, 12 Mar 2000 12:38:57 -0700 X-Message-Number: 22 "Wolf Packs, Inc." wrote: >=20 > David, >=20 > I've only flown a plain, old ('80's), stock KR2 tri-gear so I can't spe= ak > for the masses but mine flies hands off at around 100 mph. Once it's > trimmed I "steer" it by leaning side to side or forward & aft. As spee= d > increases (120 & up) it gets more sensitive so being a very low time > (cautious) pilot, I keep my hand loosely on the stick. Yes, it goes wh= ere > you point it, pretty quickly if you're really moving, but if you don't = yank > the stick around they fly very comfortably. Gentle inputs make gentle > responses. The KR2-S (stretched) sounds like it would be even easier t= o fly. >=20 > >Could some one give me some general charicistics of how the KR2 respon= ds > >I understand it's not a hands off flier, but i have read that some pe= ople > >say their's is. Did they do something to correct a problem? >=20 > Some of the guys on this net have made great improvements on the origin= al > design, but if you ask the guys flying stock KRs I doubt they'd call > anything about the plane's handling a "problem". >=20 > My guess is that long ago the KRs developed this very responsive > reputation more because of landing difficulties than the handling > characteristics. Landing difficulties due to: >=20 > 1. The odd feeling from landing at 60mph with your butt 6" off the pave= ment > and not being able to see hardly any runway. > 2. The long ground effect float from a slippery, light weight airframe. > 3. The original retract gear folding up unless you "grease it on". >=20 > What might someone say about their messy landings..."Ahh, it's pretty t= ouchy" ? >=20 > Just my 2 cents, probably worth about half that. >=20 > Paul Martin > Ashland, OR > www.wolfpacks.com/KR > Linda von Hanneken-Martin > Wolf Packs=AE - Gear for Working Dogs > Phone/FAX: 541-482-7669 > web: http://wolfpacks.com ~ email: mailto:traildog@wolfpacks.com >=20 > --- > You are currently subscribed to kr-net as: cartera@cuug.ab.ca > To unsubscribe send a blank email to leave-kr-net-17454M@telelists.com Right on Paul! --=20 Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ---------------------------------------------------------------------- Subject: prop rental cooperative? From: "Mark Langford" Date: Sun, 12 Mar 2000 13:53:46 -0600 X-Message-Number: 23 PropHeads, I've been thinking about props a little today (thanks to KRNet) and started wondering. I'll bet a lot of KR pilots have at least one prop that they've tried but discovered it was too much or too little prop for their engine/airframe. Many of these would still be practically new. Others might have a prop that just got old and was replaced, but would still be great for testing on somebody's airplane to get an idea whether it was a good match or not. Realizing that different manufacturer's measure pitch differently, and that sort of thing, it still would give you a real good indication of what would work and what wouldn't, and you could always buy a prop from the same guy that built the one that you tested. We could build a list of who's got what, who made it, and what the rental fee would be, and have maybe a 30-60 day rental period (depending if anybody else is waiting on it). The rental might be something like $75, just to give some incentive to the guys who have them hanging on the hangar wall to box them up and mail them to a fellow KR builder to help "dial in" what kind of prop they needed to buy. It might also lead to the sale of the prop to a good home. I'd much rather rent one for a month for $75 rather than sink $600 into one and discover it's under or over pitched for my application. We can even build a couple of prop boxes to ship these things around in, like Wynne's done with the Corvair crankshaft box that floats around amongst Corvair builders. Anybody that has a prop they want to volunteer for this deal email me privately, and I'll make up a list. Include what kind of condition it's in, who made it, diameter, pitch, how much you want to rent it out, and whether you'd consider selling it. Personally I think I'm going to need a 54 x 65 for my first attempt... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Hypoxia (Was: flying the KR2) From: Ron Lee Date: Sun, 12 Mar 2000 13:17:09 -0700 X-Message-Number: 24 >As for this fatigue after flying: better read up on hypoxia, this >is very important at 12,500asl there is not much oxygen in your >blood. There was a recent article at Avweb a short time ago. If anyone >is interested I will find the URL. But being at that altitude for >any length of time over 5 mins. You got to be nuts and not getting >old. I can't speak for Jeff but one must also consider acclimatization to altitude before assessing effects. Jeff, like me, lives at high elevation thus we have built up our blood composition to adapt to the lowered ppO2. I was in an altitude chamber here where they tested our reaction to much higher altitudes. I was fine (or at least i think so) well past the point where they said we would have problems. That was likely due to me living at 7000' as opposed to you peeps near sea level. Of course these comments may be bunk so use proper precautions when flying in low ppO2 conditions. Ron Lee PS ppO2 is partial pressure of Oxygen ---------------------------------------------------------------------- Subject: Re: Hypoxia (Was: flying the KR2) From: cartera Date: Sun, 12 Mar 2000 14:14:33 -0700 X-Message-Number: 25 Ron Lee wrote: > > >As for this fatigue after flying: better read up on hypoxia, this > >is very important at 12,500asl there is not much oxygen in your > >blood. There was a recent article at Avweb a short time ago. If anyone > >is interested I will find the URL. But being at that altitude for > >any length of time over 5 mins. You got to be nuts and not getting > >old. > > I can't speak for Jeff but one must also consider acclimatization > to altitude before assessing effects. Jeff, like me, lives at > high elevation thus we have built up our blood composition to > adapt to the lowered ppO2. I was in an altitude chamber here where > they tested our reaction to much higher altitudes. > > I was fine (or at least i think so) well past the point where they said > we would have problems. That was likely due to me living at 7000' > as opposed to you peeps near sea level. > > Of course these comments may be bunk so use proper precautions when > flying in low ppO2 conditions. > > Ron Lee > > PS ppO2 is partial pressure of Oxygen > > --- > You are currently subscribed to kr-net as: cartera@cuug.ab.ca > To unsubscribe send a blank email to leave-kr-net-17454M@telelists.com Ron, What you trying to prove here? Most guys do not live at 7000' I live at 3550' and have most of my life, except for only 2 years where I flew floats on the west coast and have had my KR there too. Yes, it did perform better, engine ran better and takeoff was significantly better. But, it is better to err on the side of safety and have that little green bottle along. Here are a couple of enlightening articles: http://www.avweb.com/articles/oximrecu.html http://www.avweb.com/articles/highalt/ May you live long and prosper!!!!! -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ---------------------------------------------------------------------- Subject: Re: Hypoxia (Was: flying the KR2) From: "Edwin Blocher" Date: Sun, 12 Mar 2000 15:28:41 -0600 X-Message-Number: 26 A lot of things have to be considered. Age, do you smoke, how much beer did you drink last night, how much sleep did you get, did you exersize, ie:are you tired when you start flying, among other things contribute to your tolerance to altitude. Myself, being a young 65, smoke, drink a few, etc., I never fly over 9500msl. Is higher than that really necessary in a KR unless you live in a really high place? My .02 Ed Ed Blocher Moody, AL mailto: kr-n899eb@mindspring.com ----- Original Message ----- From: Ron Lee To: KR-net users group Sent: Sunday, March 12, 2000 2:17 PM Subject: [kr-net] Hypoxia (Was: flying the KR2) > >As for this fatigue after flying: better read up on hypoxia, this > >is very important at 12,500asl there is not much oxygen in your > >blood. There was a recent article at Avweb a short time ago. If anyone > >is interested I will find the URL. But being at that altitude for > >any length of time over 5 mins. You got to be nuts and not getting > >old. > > I can't speak for Jeff but one must also consider acclimatization > to altitude before assessing effects. Jeff, like me, lives at > high elevation thus we have built up our blood composition to > adapt to the lowered ppO2. I was in an altitude chamber here where > they tested our reaction to much higher altitudes. > > I was fine (or at least i think so) well past the point where they said > we would have problems. That was likely due to me living at 7000' > as opposed to you peeps near sea level. > > Of course these comments may be bunk so use proper precautions when > flying in low ppO2 conditions. > > Ron Lee > > PS ppO2 is partial pressure of Oxygen > > > > --- > You are currently subscribed to kr-net as: kr-n899eb@mindspring.com > To unsubscribe send a blank email to leave-kr-net-167983L@telelists.com ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: Bobby Muse Date: Sun, 12 Mar 2000 15:28:44 -0600 X-Message-Number: 27 At 09:59 AM 03/12/2000 -0500, you wrote: >Most small, clean airplanes glide at about a 14:1 ratio. ALL small >airplanes respond to occupants movement (think about it). >Ron Freiberger... > > >Are you telling me that all you have to do is lean and the plane turns? And >if the KR is in fact not a hands off plane, is there alot of fatigue during >a >cross country flight having to fight the plane to get it to point in the >right direction? I am building the KR2S and I keep getting mixed emotions >about this thing. I hear good things and then bad things, I feel as if I am >on a emotional rollercoaster when it comes to completing this plane. Does >anyone know what the approx. glide ratio for the Kr is? > >Thanks >Keith >Ft. Myers, FL. I don't know what the glide ratio of my KR is but...last fall with almost no wind, at 3000 feet and 12 miles away, I set up the KR at 60mph and put the engine to idle. I was about a 1/2 mile out and 300 feet when I put power back into the engine and went around. I believe that I could have made the runway but didn't want to push it. I thought that was pretty good even if the engine was at idle(1000rpm inflight/600rpm atatic). By the way, my KR will make a slow turn using only the ailerons and all KRs should. That is built into the design of the aileron control(deferential deflection). What this means is that the aileron being raised creates more drag than the aileron creating the lift. In fact once I'm at cruise I don't use the rudder much at all. As far as flying hands free.. no problem.. for about five to fifteen minutes at a time. Once you are trimmed out, the air is smooth and you don't move, the KR will stay right where you point it. If you move, it will go in that direction too. That's why Chart folding and using the 'Little Jon' are some of the most exciting times flying the KR. Suggestion - Always point the nose down when using the 'Little Jon'. Have fun! Bobby Muse N122B - Wimberley, TX mailto:bmuse@mindspring.com ---------------------------------------------------------------------- Subject: Re: Hypoxia (Was: flying the KR2) From: cartera Date: Sun, 12 Mar 2000 14:46:31 -0700 X-Message-Number: 28 Edwin Blocher wrote: > > A lot of things have to be considered. Age, do you smoke, how much beer did > you drink last night, how much sleep did you get, did you exersize, ie:are > you tired when you start flying, among other things contribute to your > tolerance to altitude. Myself, being a young 65, smoke, drink a few, etc., I > never fly over 9500msl. Is higher than that really necessary in a KR unless > you live in a really high place? > My .02 > Ed > Ed Blocher > Moody, AL Your right, Sonny, there are many variables, but the basic recommendations are there. Bobby: Everyone should have the Little Jon experience. Fun, Fun!!! -- Adrian VE6AFY Calgary, Alberta Mailto:cartera@cuug.ab.ca http://www.cuug.ab.ca/~cartera ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: "Florin L Pintea" Date: Sun, 12 Mar 2000 14:50:41 -0800 X-Message-Number: 29 Hi There! At the risk of being laughed at (I'm pretty green at terminology) ......What the heck is "Little John"? Sorry Florin ----- Original Message ----- From: "Bobby Muse" To: "KR-net users group" Sent: Sunday, March 12, 2000 1:28 PM Subject: [kr-net] Re: flying the KR2 > At 09:59 AM 03/12/2000 -0500, you wrote: > >Most small, clean airplanes glide at about a 14:1 ratio. ALL small > >airplanes respond to occupants movement (think about it). > >Ron Freiberger... > > > > > >Are you telling me that all you have to do is lean and the plane turns? And > >if the KR is in fact not a hands off plane, is there alot of fatigue during > >a > >cross country flight having to fight the plane to get it to point in the > >right direction? I am building the KR2S and I keep getting mixed emotions > >about this thing. I hear good things and then bad things, I feel as if I am > >on a emotional rollercoaster when it comes to completing this plane. Does > >anyone know what the approx. glide ratio for the Kr is? > > > >Thanks > >Keith > >Ft. Myers, FL. > > > I don't know what the glide ratio of my KR is but...last fall with almost > no wind, at 3000 feet and 12 miles away, I set up the KR at 60mph and put > the engine to idle. I was about a 1/2 mile out and 300 feet when I put > power back into the engine and went around. I believe that I could have > made the runway but didn't want to push it. I thought that was pretty good > even if the engine was at idle(1000rpm inflight/600rpm atatic). > > By the way, my KR will make a slow turn using only the ailerons and all KRs > should. That is built into the design of the aileron control(deferential > deflection). What this means is that the aileron being raised creates more > drag than the aileron creating the lift. In fact once I'm at cruise I > don't use the rudder much at all. > > As far as flying hands free.. no problem.. for about five to fifteen > minutes at a time. Once you are trimmed out, the air is smooth and you > don't move, the KR will stay right where you point it. If you move, it > will go in that direction too. That's why Chart folding and using the > 'Little Jon' are some of the most exciting times flying the KR. Suggestion > - Always point the nose down when using the 'Little Jon'. > > Have fun! > > > Bobby Muse > N122B - Wimberley, TX > mailto:bmuse@mindspring.com > > > > --- > You are currently subscribed to kr-net as: florinpi@home.com > To unsubscribe send a blank email to leave-kr-net-166757J@telelists.com > ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: "Edwin Blocher" Date: Sun, 12 Mar 2000 15:51:26 -0600 X-Message-Number: 30 A little John is just the opposite of a little Jill. Sorry, I couldn't resist. Ed Blocher Moody, AL mailto: kr-n899eb@mindspring.com ----- Original Message ----- From: Florin L Pintea To: KR-net users group Sent: Sunday, March 12, 2000 4:50 PM Subject: [kr-net] Re: flying the KR2 > Hi There! > > At the risk of being laughed at (I'm pretty green at terminology) ......What > the heck is "Little John"? > Sorry > > Florin > ----- Original Message ----- > From: "Bobby Muse" > To: "KR-net users group" > Sent: Sunday, March 12, 2000 1:28 PM > Subject: [kr-net] Re: flying the KR2 > > > > At 09:59 AM 03/12/2000 -0500, you wrote: > > >Most small, clean airplanes glide at about a 14:1 ratio. ALL small > > >airplanes respond to occupants movement (think about it). > > >Ron Freiberger... > > > > > > > > >Are you telling me that all you have to do is lean and the plane turns? > And > > >if the KR is in fact not a hands off plane, is there alot of fatigue > during > > >a > > >cross country flight having to fight the plane to get it to point in the > > >right direction? I am building the KR2S and I keep getting mixed emotions > > >about this thing. I hear good things and then bad things, I feel as if I > am > > >on a emotional rollercoaster when it comes to completing this plane. Does > > >anyone know what the approx. glide ratio for the Kr is? > > > > > >Thanks > > >Keith > > >Ft. Myers, FL. > > > > > > I don't know what the glide ratio of my KR is but...last fall with almost > > no wind, at 3000 feet and 12 miles away, I set up the KR at 60mph and put > > the engine to idle. I was about a 1/2 mile out and 300 feet when I put > > power back into the engine and went around. I believe that I could have > > made the runway but didn't want to push it. I thought that was pretty > good > > even if the engine was at idle(1000rpm inflight/600rpm atatic). > > > > By the way, my KR will make a slow turn using only the ailerons and all > KRs > > should. That is built into the design of the aileron control(deferential > > deflection). What this means is that the aileron being raised creates > more > > drag than the aileron creating the lift. In fact once I'm at cruise I > > don't use the rudder much at all. > > > > As far as flying hands free.. no problem.. for about five to fifteen > > minutes at a time. Once you are trimmed out, the air is smooth and you > > don't move, the KR will stay right where you point it. If you move, it > > will go in that direction too. That's why Chart folding and using the > > 'Little Jon' are some of the most exciting times flying the KR. > Suggestion > > - Always point the nose down when using the 'Little Jon'. > > > > Have fun! > > > > > > Bobby Muse > > N122B - Wimberley, TX > > mailto:bmuse@mindspring.com > > > > > > > > --- > > You are currently subscribed to kr-net as: florinpi@home.com > > To unsubscribe send a blank email to leave-kr-net-166757J@telelists.com > > > > > --- > You are currently subscribed to kr-net as: kr-n899eb@mindspring.com > To unsubscribe send a blank email to leave-kr-net-167983L@telelists.com ---------------------------------------------------------------------- Subject: Little Jon From: "Florin L Pintea" Date: Sun, 12 Mar 2000 14:57:03 -0800 X-Message-Number: 31 This is a multi-part message in MIME format. ------=_NextPart_000_0027_01BF8C33.3A453CA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Clear as mud Thanks ------=_NextPart_000_0027_01BF8C33.3A453CA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Clear as mud
 
Thanks
------=_NextPart_000_0027_01BF8C33.3A453CA0-- ---------------------------------------------------------------------- Subject: Hypoxia and CO From: "Mark Langford" Date: Sun, 12 Mar 2000 16:30:41 -0600 X-Message-Number: 32 KRNet's own Doug Steen can tell you all about Hypoxia, since it nearly killed him, and DID kill his Quickie. You may remember him from the last KR Gathering. He was the extremely nice guy that walked like his ankles were killin' him (they were). He made up a presentation which I scanned and stuck on my website at http://home.hiwaay.net/~langford/hypoxia.html . It's a very interesting story, and shows you how easy it is to get into trouble without even realizing it. My apologies to Doug for taking 3 months to get this on the web... Mark Langford, Huntsville, Alabama mailto:langford@hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ---------------------------------------------------------------------- Subject: Re: floats From: Donald Reid Date: Sun, 12 Mar 2000 17:41:21 -0500 X-Message-Number: 33 --=====================_1144641==_.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed >is it true you can't put floats on a low wing plane, if not has anyone >heard of a KR2 with floats There are lots (well, some) low wing float planes. There are also biplanes on floats. The only thing wrong with putting floats on a KR is the gross weight. You would turn your KR 2 into a single place. Don Reid Bumpass, Va. mailto:donreid@erols.com KR2XL at http://www.erols.com/donreid/kr_page.htm Ultralights at http://www.erols.com/donreid/usua250.html --=====================_1144641==_.ALT Content-Type: text/html; charset="us-ascii"
is it true you can't put floats on a low wing plane, if not has anyone
heard of a KR2 with floats

There are lots (well, some) low wing float planes.  There are also biplanes on floats.  The only thing wrong with putting floats on a KR is the gross weight.  You would turn your KR 2 into a single place.
Don Reid
Bumpass, Va.   mailto:donreid@erols.com
  Ultralights at http://www.erols.com/donreid/usua250.html --=====================_1144641==_.ALT-- ---------------------------------------------------------------------- Subject: Parts needed....... From: Kevin Date: Sun, 12 Mar 2000 19:52:07 -0800 X-Message-Number: 34 I am in need of the following parts : 1. carb.heat box and collector 2. carb. 3. Spinner for 3 blade Ivoprop 4. Airfilter assembly that will accept carb heat If anyone has these parts for sale please let me know. Thanks, Kevin ---------------------------------------------------------------------- Subject: Re: Hypoxia (Was: flying the KR2) From: "Ron Eason" Date: Sun, 12 Mar 2000 18:53:27 -0600 X-Message-Number: 35 -----Original Message----- From: Ron Lee To: KR-net users group Date: Sunday, March 12, 2000 2:42 PM Subject: [kr-net] Hypoxia (Was: flying the KR2) >>As for this fatigue after flying: better read up on hypoxia, this >>is very important at 12,500asl there is not much oxygen in your >>blood. There was a recent article at Avweb a short time ago. If anyone >>is interested I will find the URL. But being at that altitude for >>any length of time over 5 mins. You got to be nuts and not getting >>old. > >I can't speak for Jeff but one must also consider acclimatization >to altitude before assessing effects. Jeff, like me, lives at >high elevation thus we have built up our blood composition to >adapt to the lowered ppO2. I was in an altitude chamber here where >they tested our reaction to much higher altitudes. > >I was fine (or at least i think so) well past the point where they said >we would have problems. That was likely due to me living at 7000' >as opposed to you peeps near sea level. > >Of course these comments may be bunk so use proper precautions when >flying in low ppO2 conditions. > >Ron Lee > >PS ppO2 is partial pressure of Oxygen Your right Ron, I spent 1 1/2 yrs. in Los Alamos, NM working for the Labs, and I am from Missouri. Those guys a use to the high altitude. I went hiking into the mountains and I could not stay up with them. I think you can condition yourself, but it will have a effect on pilots on occasional flights. I would not be ashamed to use Oxygen at those altitudes. Just my opinion. KRron ---------------------------------------------------------------------- Subject: Questions From: "Auburn Packwood" Date: Sun, 12 Mar 2000 17:15:59 -0800 X-Message-Number: 36 Hey fellows, I love the KR info. I get through this media! Here's an update on the plane I now have. I put my 2100-d revmaster in it this week-end. The plane is beautiful but I have a few questions. 1. If I decide to move the main gear aft for a tri-cycle setup where should the tires be placed in reference to the main spar? Someone try to influence me or tell me the advantages of tail wheel or tri-gear. Being just a beginner I'm leaning towards the tri fearing the tail wheel setup for my lack of experience. Then again I must consider that although the Lord is with me and I am working in mission areas some of the landing strips may not be so tri-gear compatable. 2. What are designed differencial alierons? How do I know if mine has them? (excuse my ignorance) 3. Since I am planning long cross the country trips into Central America, which prop should I use to get top cruise speed with my 75hp revmaster? (this is a KR2) I like the KR brothers idea of prop-sharing and I am nearly ready to participate! I look forward to flying in to meet some of you guys this Summer or Fall. The soon to be flying missionary! Auburn ---------------------------------------------------------------------- Subject: More on the NSI / Warp drive prop From: jscott.pilot@juno.com Date: Sun, 12 Mar 2000 18:27:42 -0700 X-Message-Number: 37 On Sun, 12 Mar 2000 10:11:49 -0700 jscott.pilot@juno.com writes: > > Stuart Mather wrote: > > > > >I noticed in the last Custom Planes issue an ad for the NSI aero > > products inflight adjustable pitch >prop hub. Any opinions?, dirt? > > > endorsements? > > > > Stuart, > > NSI uses the Warp drive prop blades. The problem is that there is some > contention between the companies, so Warp Drive will only supply a > generic blade to NSI and offers no support. While NSI does make a nice > electric hub, they seem to have little knowledge about the prop blades > and also provide you with little or no support to get the right blades > for your application. The combination can make a nice prop provided you > do the shopping and fitting stuff together between he two vendors. I've > seen it done a couple of times with good results. We also have a local > chapter member that now has a useless NSI/Warp drive prop on his hands > due to the lack of support from either company. Just be aware of what > you might be getting yourself into and how much $$ you could put into a > potentially problematic prop. > I got an update on the NSI hub with the Warp drive blades today. The NSI hub was cracked at the base of all three prop blades, with one near the point of throwing a blade. This was mounted on a Revmaster 2100 engine on a Dragonfly. Because of the torsional stiffness of the carbon fiber blades, it is generally not a good idea to mount a carbon fiber prop on any direct drive engine. You are likely to see a failure in either the prop blade, hub, or crankshaft. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213w construction and first flight at http://www.thuntek.net/~jeb/krjeff.htm ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: DClarke351@aol.com Date: Sun, 12 Mar 2000 21:11:46 EST X-Message-Number: 38 The "little John" is the pee-pot, you know KRs don't have the window to throw it out of. ---------------------------------------------------------------------- Subject: Re: flying the KR2 From: Knitehwk@aol.com Date: Mon, 13 Mar 2000 00:18:15 EST X-Message-Number: 39 yes you can lean and start a response.....i can do it as well in the bellance cruiseair i fly if i lean forward or back ....i can initiate a climb or a dive...and the same goes for a bank lean left or right the same thing happens...and that airplane is much heavier then a KR2 Glenn --- END OF DIGEST --- You are currently subscribed to kr-net as: johnbou@ipinc.net To unsubscribe send a blank email to leave-kr-net-110995W@telelists.com