From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 124 Date: 3/25/2005 9:00:20 PM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Re: Tweety update (Orma) 2. RE: Tweety update (Stephen Jacobs) 3. Corvair turbo (IFLYKRS@aol.com) 4. R?f. : KR> Pitot/ Static Line Placement (Serge VIDAL) 5. Re: Tweety update/Turbo theory and installation (Orma) 6. Ken Jones (Mark Jones) 7. RE: Corvair turbo (Doug Rupert) 8. Re: Corvair turbo (JAMES C FERRIS) 9. KR2 For Sale (Terry Teer) 10. RE: Corvair turbo (Doug Rupert) 11. Re: Corvair turbo (JAMES C FERRIS) 12. For sale (Colin & Bev Rainey) 13. Contact (Colin & Bev Rainey) 14. Re: KR2 For Sale (Jeff Scott) 15. Fuselage (ronevogt@cox.net) 16. Corvair injection (William Jeffries) 17. Back from airport. (Mark Jones) 18. Re: Back from airport. (Orma) 19. Re: Back from airport. (Mark Jones) 20. Re: Back from airport. (Joe) 21. RE: KR2 For Sale (Steve Glover) 22. KR2 For Sale on Barnstormers... (Steve Glover) 23. Re: Back from airport. (robert glidden) 24. Fw: S&F (Bill Sadler) ---------------------------------------------------------------------- Message: 1 Date: Fri, 25 Mar 2005 00:31:42 -0500 From: "Orma" Subject: Re: KR> Tweety update To: "KRnet" Message-ID: <036f01c530fb$ee483000$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hello Ron First of all, type2 and type 4 parts are mostly interchangeable. The Vanagon automatic, utilizes a piggy back dual oil pump to provide pressure to the transmission. It is this pump that I am using for the turbo scavenge pump. The suction side of the pump is connected to the turbo oil return, and the pressure side of the pump is connected to the side of the engine case at the oil sump. Please see http://kr-2.aviation-mechanics.com/Turbo%20Oil%20Leak.htm The pump sucks hot frothy turbo return oil and passes it under pressure back into the engine case. The turbo oil supply is taken from the top of the original oil cooler boss and is routed directly to the top of the turbo. The Ford engine that this turbo is applicable for has a requirement for 50 psi. That being said, the turbo is getting what ford required. The pump is two pumps driven by a common shaft that is turned by a slot in the cam gear. Both pumps are completely separate, each with it's own inlet and outlets. Was it worth it? Even though the dust has not settled yet, I can tell that I have a lotttt more power. The difference is like night and day. My pervious top speed was 129 kts. I have exceeded that in the pattern at PTK, seeing 135 kts. My climb was always around 500 fpm ( my KR was over 615 lbs). On a calm day I can now do over 1000 fpm. Your short answer is YES. It brings back that YeeeeeeeeeHaaaaaaaa feeling. It takes the Hum out of Hum Drum and leaves the Drum with a quickened beat. Orma ------------------------------ Message: 2 Date: Fri, 25 Mar 2005 07:55:56 +0200 From: "Stephen Jacobs" Subject: RE: KR> Tweety update To: "'KRnet'" Message-ID: <000001c530ff$54b774b0$b164a8c0@stephen> Content-Type: text/plain; charset="us-ascii" Thank you Orma, well described, I had no problem fully understanding your arrangement and it certainly appears to be a good solution - it works. I was not aware of the existence of a dual (piggy back) pump - sure is the ideal solution in this case. Is scavenging a turbo a new concept (first I heard of it) or are there many existing cases? My understanding has always been that having the oil under pressure (at the turbo bearings) is what created the "bearings" that the turbo shaft ran on. I would have thought that placing these chambers under vacuum (scavenging) would reduce the effective pressure at the bearing surface. That would reduce the pressure on the seals (maybe even produce negative pressure) and thus prevent any oil getting past the hot section seals into the exhaust, thus achieving what you set out to do. Question is, will the reduced pressure affect the turbo life? What is the consequence of a failed turbo in flight (in this type of installation). Could you lean out the mixture and still have say 70% Power? Do you know if a similar approach could be taken on the Corvair engine? Enjoy the Easter break Ron -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net] On Behalf Of Orma Sent: 25 March 2005 07:32 AM To: KRnet Subject: Re: KR> Tweety update Hello Ron First of all, type2 and type 4 parts are mostly interchangeable. The Vanagon automatic, utilizes a piggy back dual oil pump to provide pressure to the transmission. It is this pump that I am using for the turbo scavenge pump. The suction side of the pump is connected to the turbo oil return, and the pressure side of the pump is connected to the side of the engine case at the oil sump. Please see http://kr-2.aviation-mechanics.com/Turbo%20Oil%20Leak.htm The pump sucks hot frothy turbo return oil and passes it under pressure back into the engine case. The turbo oil supply is taken from the top of the original oil cooler boss and is routed directly to the top of the turbo. The Ford engine that this turbo is applicable for has a requirement for 50 psi. That being said, the turbo is getting what ford required. The pump is two pumps driven by a common shaft that is turned by a slot in the cam gear. Both pumps are completely separate, each with it's own inlet and outlets. Was it worth it? Even though the dust has not settled yet, I can tell that I have a lotttt more power. The difference is like night and day. My pervious top speed was 129 kts. I have exceeded that in the pattern at PTK, seeing 135 kts. My climb was always around 500 fpm ( my KR was over 615 lbs). On a calm day I can now do over 1000 fpm. Your short answer is YES. It brings back that YeeeeeeeeeHaaaaaaaa feeling. It takes the Hum out of Hum Drum and leaves the Drum with a quickened beat. Orma _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 3 Date: Fri, 25 Mar 2005 02:39:03 EST From: IFLYKRS@aol.com Subject: KR> Corvair turbo To: krnet@mylist.net Message-ID: <99.5af66150.2f751a17@aol.com> Content-Type: text/plain; charset="US-ASCII" As fas as a turbo on a Corvair engine William Wynne has already test run a junk yard engine with a turbo set up and it has worked very well. The secret is to have the turbo high enough so that oil can return to the sump under gravity so there is no need of a scavange pump. Therein lies the problem with turbo setups in small planes like the KR where turbo charging can be economically feasible because of the altitudes we can fly. There is very little room to install a turbo package and keep it above the sump level. We have room under the engine but not much elsewhere. I am in the process of building a KR test stand/mount /engine/cowl setup for the purpose of a turbo conversion. I will continue to fly mine as is since the performance without the turbo is great anyway but maybe in a year or so I can add the turbo and see how it performs. The next question you have to ask is carburation, I plan a pull through using the aerocarb. Very simple and adjustable. Third is turbo control - direct throttle or adjustable. I am hoping to put is an adjustable wastegate with manual control so I can feed in pressure as desired or fly normally aspirated like normal. Lots of thinking to do... All that is required is to maintain pressure 28-30" at altitude. It would make my KR a 200+ cruise easily at 14000 and above -- Now I need to think about oxygen systems....Class A? Oh - a transponder....IFR equipment.............I could go on.. For now I am having fun flying. 140 hours and counting.... Bill N41768 ------------------------------ Message: 4 Date: Fri, 25 Mar 2005 09:46:27 +0100 From: Serge VIDAL Subject: R?f. : KR> Pitot/ Static Line Placement To: KRnet Message-ID: Content-Type: text/plain; charset="iso-8859-1" Same set-up with me, and it is accurate to a couple of Knots. Only damage was the day when I overshot the runway and banged one of the lights of the runway threshold. Serge Vidal KR2 "Kilimanjaro Cloud" Paris, France larry flesner Envoyé par : krnet-bounces@mylist.net 2005-03-25 03:47 Veuillez répondre à KRnet Remis le : 2005-03-25 03:50 Pour : KRnet cc : (ccc : Serge VIDAL/DNSA/SAGEM) Objet : KR> Pitot/ Static Line Placement >Worse than having someone break off the under the wing pitot tube is to have >them catch a pant leg on it and fall onto the wing or other such structure >that might not survive the incident. >Parley Byington ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ The lead edge of my under wing pitot /static is located several inches back of the wing lead edge. You would almost have to crawl under the plane to do damage. To date, no one has even bent the unit, let alone break it. And as I stated earlier, it seems to be very accurate. Larry Flesner _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 5 Date: Fri, 25 Mar 2005 04:09:16 -0500 From: "Orma" Subject: Re: KR> Tweety update/Turbo theory and installation To: "KRnet" Message-ID: <038901c5311a$52cfada0$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Hi Ron and Bill I'm not going to pretend that I understand all the engineering that goes into the lubrication and cooling of the turbo. Most boosted aircraft engines scavenge turbo return oil. In my 2.3 liter Ford, the engine is tall, and the oil pan is a long way down and I don't even know the routing of the return flow, I don't think the oil is scavenged, but I'm positive the oil has a longer drop. With the KR engine sitting within say 4 inches of the top of the cowl, and the engine being only about 12 inches from the top of the case to the oil pan, and the turbo center section having a separation of only 4 inches between the oil inlet and the outlet, and requiring a total installed height of nearly 9 inches, there is not a lot of drop before the oil has to reenter the case. Perhaps I picked the wrong location to drop the oil to, but the geometry of the turbo inlet and outlet did not leave a lot of room to place the unit and have any drop at all. On my first engine/turbo combo, I mounted the turbo too low and it became an oil sump when the engine was off. The scavenge pump kept it from burning oil during the run. During the off period the oil would leak into the turbo and during start-up, the turbo would blow oil out and burn blue until the pipes were clean and the scavenge pump was doing it's job. The turbo bearings are plain barrow like cylinders, however the oil passageways are designed to flow a lot of oil over and through the bearings. The cold end has a carbon seal and the hot end has a piston ring like seal. Given enough pressure anything will leak. My oil pressure after warm-up is just a little higher then VW calls for and is slightly lower then Ford specifications. After 100 hours or so the pressure will probably come down a little, and at that point who knows what the performance and longevity of the bearings will be. As for the consequences of a failed turbo, I feel that the nature of the pull thorough system will allow for continued operation. After all, the engine starts without any pressure from the turbo. 25 to 30 percent power will give a really long glide path and probably quite a few landing options. Bill, mine is setup with a waste gate control. The trick is to balance the control for takeoff, because you are already busy to adjust and re-adjust. I don't need maximum boost or any boost to takeoff, so I set it for a MP of 35 forget it. I still have some boost left over so that at altitude I could use the remainder. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 6 Date: Fri, 25 Mar 2005 07:33:01 -0600 From: "Mark Jones" Subject: KR> Ken Jones To: "KR Net" Message-ID: <003501c5313f$2ea20d40$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" Ken Jones, I need to contact you either by phone or e-mail. Please provide contact information. Thanks Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ------------------------------ Message: 7 Date: Fri, 25 Mar 2005 10:34:08 -0500 From: "Doug Rupert" Subject: RE: KR> Corvair turbo To: "'KRnet'" Message-ID: <002001c53150$17ca0f30$2186acce@office> Content-Type: text/plain; charset="windows-1250" Bill; for those KR drivers on the West Coast this is a must unless they enjoy getting shaken like a martini flying through mountain passes and taking their chances with the wind shear associated with that type of operation. This has been one of the reasons that my project is taking so long to complete as all these items have to be addressed since this particular project is being constructed as a go anywhere, anytime (within reason) bird. Presently scheduled for a single seat right down the middle with full avionics and creature comforts for long haul. Yeh I've heard all the get another design comments but who's got 70 or 80 grand for a Lancair? It's hard to beat the KR's high speed, good fuel economy and fighter like handling. At least in my opinion. The next one will incorporate all the changes that I've learned from the net with a substantial amount of stretch in the fuselage as well as the large spars for the new airfoil and beefing of the boat/firewall area to handle a rotary. Interesting combination there as I'm sure Dana will agree, huge amounts of horsepower and torque weighing in at the same as a Corvair even with the reduction drive and water cooling. Doug Rupert -- Internal Virus Database is out-of-date. Checked by AVG Anti-Virus. Version: 7.0.308 / Virus Database: 266.7.4 - Release Date: 3/18/2005 ------------------------------ Message: 8 Date: Fri, 25 Mar 2005 12:50:49 -0500 From: JAMES C FERRIS Subject: Re: KR> Corvair turbo To: krnet@mylist.net Message-ID: <20050325.125049.1852.0.mijnil@juno.com> Content-Type: text/plain; charset=us-ascii Hi Doug: areyou really going to put a rotary in KR, the are derated as much as a covair so of the auto drag racers Were able to turn them up to 14,000 RPM so 8 or 9 k they would hold up pretty good. Keep us posted on this. Thanks Jim ------------------------------ Message: 9 Date: Fri, 25 Mar 2005 12:19:20 -0600 From: "Terry Teer" Subject: KR> KR2 For Sale To: "KRnet" Message-ID: <000a01c53167$2b973710$9df54fd8@TGSR41610670> Content-Type: text/plain; charset="iso-8859-1" Have a very nice KR2 for sale. Purchased the plane with intentions of keeping current in T/W. I believe that I am too heavy (195) to carry anybody. Gross Weight is 900 and empty is 580 with 14 gallon tank. Is the plane safe to fly over gross? Any suggestions or buyers? 1994 KR2 revmaster 2180, posa, duel ignition, flaps, standard instruments, no radio, flip forward canopy, landing lights, nav lights, custom gear. 15,500.00 Regards, Terry ------------------------------ Message: 10 Date: Fri, 25 Mar 2005 13:45:43 -0500 From: "Doug Rupert" Subject: RE: KR> Corvair turbo To: "'KRnet'" Message-ID: <006001c5316a$da9290e0$2186acce@office> Content-Type: text/plain; charset="windows-1250" Jim that will be on the next one built. Too much modification to the current project would be required to make this combination feasible. Even de-rated the rotaries are putting out 180 HP or more and I believe that without significant strengthening of the boat and firewall area it would be suicide. Doug -- Internal Virus Database is out-of-date. Checked by AVG Anti-Virus. Version: 7.0.308 / Virus Database: 266.7.4 - Release Date: 3/18/2005 ------------------------------ Message: 11 Date: Fri, 25 Mar 2005 14:13:48 -0500 From: JAMES C FERRIS Subject: Re: KR> Corvair turbo To: krnet@mylist.net Message-ID: <20050325.141348.1852.1.mijnil@juno.com> Content-Type: text/plain; charset=us-ascii Doug: I think you are right, it would need some beefing up, maybe at othe places also, But it would make a great machine. Who is Dana that you referred to in the other post? Thanks Jim ------------------------------ Message: 12 Date: Fri, 25 Mar 2005 14:37:45 -0500 From: "Colin & Bev Rainey" Subject: KR> For sale To: "KRnet" Message-ID: <015001c53172$1e753e00$9c402141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Netters I have a firewall forward VW type I 1915cc engine with Zenith updraft carb, dual ignition, Diehl case and mounts, complete with mounts for standard KR2, engine has hydraulic lifters so no valve adjustments, at Steve Bennett kit engine built by hi-performance shop in OK, with a prop, spare test prop included, also 4 into 2 exhaust. Those needing an engine could be flying in days instead of months. Engine has approximately 70 hours total on it. Everything needed to run included with sale. $2500 neg. Colin & Beverly Rainey Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) www.eloan2004cr.com crainey@apexlending.com ------------------------------ Message: 13 Date: Fri, 25 Mar 2005 14:39:28 -0500 From: "Colin & Bev Rainey" Subject: KR> Contact To: "KRnet" Message-ID: <000a01c53172$5c511e60$9c402141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Oh Forgot! PLEASE save everyone from reading inquiry posts and contact me off net. Colin & Beverly Rainey crainey1@cfl.rr.com Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) www.eloan2004cr.com crainey@apexlending.com ------------------------------ Message: 14 Date: Fri, 25 Mar 2005 19:58:07 GMT From: "Jeff Scott" Subject: Re: KR> KR2 For Sale To: krnet@mylist.net Message-ID: <20050325.115823.9203.66713@webmail13.lax.untd.com> Content-Type: text/plain Terry, I would never advise you to fly your plane over gross. However, at 580#, your KR is one of the lighter ones out there. Most now days are tipping the scales at 650 - 750# (or more!) and have the licensed gross weight in the 1100 - 1200 lb range using the same spars you are using. My KR is routinely flown at 1050 - 1100# and is usually pushing 1200# when I'm loaded up for a trip. I'm quite sure that I've had it over that a few times. Does it fly well at those weights? Yes, as long as the CG is right. Although I do find that at 1200# my climb starts getting a little weak around 14,000'. Get a copy of this year's KR Gathering video. Every time you see a plane with two people on board, it's probably well over the 900# gross set on your plane. -Jeff Scott -- "Terry Teer" wrote: Have a very nice KR2 for sale. Purchased the plane with intentions of keeping current in T/W. I believe that I am too heavy (195) to carry anybody. Gross Weight is 900 and empty is 580 with 14 gallon tank. Is the plane safe to fly over gross? Any suggestions or buyers? 1994 KR2 revmaster 2180, posa, duel ignition, flaps, standard instruments, no radio, flip forward canopy, landing lights, nav lights, custom gear. 15,500.00 Regards, Terry _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 15 Date: Fri, 25 Mar 2005 15:00:52 -0500 From: Subject: KR> Fuselage To: Message-ID: <20050325200052.TNXD15592.fed1rmmtao04.cox.net@smtp.west.cox.net> Content-Type: text/plain; charset=ISO-8859-1 Netters; For any wannabees out there, here's an idea for you: Purchase Collin's engine and my fuselage in order to get a jump start on your project. I'm only asking $150 for it. What a deal! By the way, I'd like to sell it by the end of April as I am heading north to Alaska to fulfill one of my career goals of becoming a bush pilot. Eat your hearts out...boys. RV ------------------------------ Message: 16 Date: Fri, 25 Mar 2005 12:10:46 -0800 (PST) From: William Jeffries Subject: KR> Corvair injection To: krnet@mylist.net Message-ID: <20050325201046.89093.qmail@web90103.mail.scd.yahoo.com> Content-Type: text/plain; charset=us-ascii Hey netters; Was courious about fuel injection. I know that William Wynne had at one time attempted to do this with direct injection with little sucess, however I was thinking throttle body injection. With this you'd improve performance and economy. I checked Clark's Corvair and they have a direct injection system which will add a lot of weight and costs 1700 dollars. Not the route I want to take. Any ideas on this would be interesting. Bill Jeffries <>< __________________________________ Do you Yahoo!? Yahoo! Small Business - Try our new resources site! http://smallbusiness.yahoo.com/resources/ ------------------------------ Message: 17 Date: Fri, 25 Mar 2005 14:59:03 -0600 From: "Mark Jones" Subject: KR> Back from airport. To: "KR Net" Message-ID: <004901c5317d$7ea765e0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" Well guys, I just got back from the airport after giving up on flying today. I had high hopes of getting in the air but the winds turned against me. When I got to the airport this morning they were actually at a 40° degree crosswind and at 14 gusting to 20. It never let up. I did get a lot of minor things done to my plane during the time I was there. Too bad the winds did not cooperate. Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ------------------------------ Message: 18 Date: Fri, 25 Mar 2005 17:38:31 -0500 From: "Orma" Subject: Re: KR> Back from airport. To: "KRnet" Message-ID: <03c201c5318b$6029e260$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Mark I'd bet that soon those numbers won't bother you and you'll fly anyway Which airport do you use. Orma ------------------------------ Message: 19 Date: Fri, 25 Mar 2005 16:57:42 -0600 From: "Mark Jones" Subject: Re: KR> Back from airport. To: "KRnet" Message-ID: <005b01c5318e$12dcbb60$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" Yes, I am sure you are correct on that one. My airport is KHXF. Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Friday, March 25, 2005 4:38 PM Subject: Re: KR> Back from airport. > Mark > I'd bet that soon those numbers won't bother you and you'll fly anyway > > Which airport do you use. > > Orma > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Message: 20 Date: Fri, 25 Mar 2005 17:51:28 -0600 From: "Joe" Subject: Re: KR> Back from airport. To: "KRnet" Message-ID: <001f01c53195$902e03b0$3bcab4d8@Denise> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Mark: Are you going to fly tomorrow (saturday)? If so what time? Joe Weber ----- Original Message ----- From: "Mark Jones" To: "KR Net" Sent: Friday, March 25, 2005 2:59 PM Subject: KR> Back from airport. > Well guys, I just got back from the airport after giving up on flying > today. I had high hopes of getting in the air but the winds turned against > me. When I got to the airport this morning they were actually at a 40° > degree crosswind and at 14 gusting to 20. It never let up. I did get a lot > of minor things done to my plane during the time I was there. Too bad the > winds did not cooperate. > > Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005) > Wales, WI USA > E-mail me at flykr2s@wi.rr.com > Visit my KR-2S CorvAIRCRAFT web site at > http://mywebpage.netscape.com/n886mj/homepage.html > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Message: 21 Date: Fri, 25 Mar 2005 17:02:08 -0800 From: "Steve Glover" Subject: RE: KR> KR2 For Sale To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" I wouldn't sell...it is sad to say, but I am 220 and fly with up to 165 with no problems at all in my KR (615lbs empty 1104 gross) I have flown with Richard Shirley and between us we were 440lbs pilot and PAX. Just keep an eye n your CG. At the time, I had only a 12 gallon header. Steve Glover KR-2 N902G AJO, Ca >>Have a very nice KR2 for sale. Purchased the plane with intentions of keeping current in T/W. I believe that I am too heavy (195) to carry anybody. Gross Weight is 900 and empty is 580 with 14 gallon tank. Is the plane safe to fly over gross? Any suggestions or buyers? 1994 KR2 revmaster 2180, posa, duel ignition, flaps, standard instruments, no radio, flip forward canopy, landing lights, nav lights, custom gear. 15,500.00 Regards, Terry ------------------------------ Message: 22 Date: Fri, 25 Mar 2005 17:20:41 -0800 From: "Steve Glover" Subject: KR> KR2 For Sale on Barnstormers... To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" Hey Netters, There also is a KR on www.Barnstormers.com webite that is nearly complete and really looks nice! If I didn't have mine I would sure take a look at it if I was serious about buying... Steve Glover KR-2 N902G AJO, Ca ------------------------------ Message: 23 Date: Fri, 25 Mar 2005 20:47:35 -0500 From: "robert glidden" Subject: Re: KR> Back from airport. To: "KRnet" Message-ID: <032e01c531a5$c90f11a0$0c00000a@computer2> Content-Type: text/plain; charset="iso-8859-1" Joe He's going to "TRY" and sneak away for a little while,BUT his wife/boss has other plans for him the rest of the weekend.... Mark: Are you going to fly tomorrow (saturday)? If so what time? Joe Weber > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 24 Date: Fri, 25 Mar 2005 18:59:31 -0800 From: "Bill Sadler" Subject: KR> Fw: S&F To: "KRnet" Message-ID: <001e01c531af$d5724200$a18fd742@yourw04gtxld67> Content-Type: text/plain; charset="iso-8859-1" ----- Original Message ----- From: Colin Rainey To: Bill Sadler Sent: Friday, March 25, 2005 10:19 AM Subject: RE: S&F Bill Did you get the correct link for SnF I sent to the net? Colin M. Rainey Apex Lending, Inc. Sanford, FL. Branch 407-323-6960 office 407-557-3260 fax 407-739-0834 cell -------------------------------------------------------------------------------- From: Bill Sadler [mailto:renosadler@charter.net] Sent: Monday, March 21, 2005 11:17 AM To: Colin Rainey Cc: Bill Sadler Subject: S&F Colin I couldn't get the link for SUN & Fun, Web page comes up unbble to display. Thanks Bill ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 124 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================