The current light sport rules allows one to fly with a valid drivers’ license
or 3d class medical as the fulfillment of the medical requirement. A pilot
needs to hold at least a Sport Pilot license to fly the aircraft. A summary of
current requirements are listed here at AOPA or found in FAR P
Just released EAA YouTube video on homebuilts at Airventure and our own John
Shaffer and his KR2 are shown. Glad the KR got some love! Nice work John!
https://youtu.be/E-wGH9qxk2w?si=lEj3R2iYs6OsZ7UG
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I don't know about a fuel flow chart, but the math to calculate it is
pretty simple. The 2180 is 75 hp takeoff power at 3600RPM. 2180cc=.077cu
ft. 3600RPM=1800 intakes/min for 138.6 cu ft/min or 8316 cu ft/hr.
8316x.08 lbs/cu ft air=665.28 lbs air/hr. Correction for normally aspirated
volumetric
It was a Sonex with an AeroVee VW engine, not sure what the root cause of the failure was.Sent from my iPhoneOn Mar 3, 2024, at 12:09 PM, Dr. Feng Hsu via KRnet wrote:He and his friend certainly are the luckiest guys on the planet! He didn't say what kind of aircraft he bought, or the kind of en
Mark, you might be able to weld a hex bolt onto the Allen bolt and then take it out with a regular six point socket. I’ve done that before on stripped bolt heads.Adam DeemSent from my iPhoneOn Mar 15, 2024, at 10:46 AM, Mark Langford wrote:
Despite appearances, I am making so
If I recall correctly, the 200mph VNE is because that is the generally
accepted maximum speed assuring a reasonable flutter margin for unbalanced
flight control designs.
Adam Deem
On Sun, Apr 14, 2024 at 1:14 PM Larry Flesner via KRnet <
krnet@list.krnet.org> wrote:
>
> On 4/14/2024 2:59 AM, Ste
I might be interested in an 2S fuselage. I have a flying Corvair powered
KR2, standard length with Diehl wings and gear. I’ve been thinking about
the possibility of converting to an S with dragonfly canopy.
Give me a call or text and we can discuss. Thanks.
Adam Deem
330-three1three-9601
On S
Luis,
How are you regulating alternator charging current to the battery? What
type of alternator? What size battery leads (round-trip length and wire
gauge)?
LiFePO4 batteries are superbly energy efficient and can deliver lots of
power at very stable voltages right down to the last few percent o
In a deep cycle application such as providing backup power to systems after
a charging system failure, A good LiFePO4 battery will provide much longer
service at a steady voltage than any lead-acid chemistry and at about of
the 50% weight per AH and for about quadruple the discharge cycles. There
i
I’m planning and have offered to do a full briefing on my handling
qualities flight testing and modifications to address handling qualities
deficiencies.
Adam Deem
KR2 N8085K
On Fri, Jul 12, 2024 at 5:04 PM Larry Flesner via KRnet <
krnet@list.krnet.org> wrote:
>
>
> Netters / Gathering attendee
I think the big takeaways from this discussion are that testing is useful,
but one must understand the limitations and failure modes of the system
which can sometimes only be determined though testing. In the large
airplane world we have numbers for brake cooling time after an aborted
takeoff or
If you’re at a Class B or C served airport or under a Mode C/ADSB veil it
is a simple solution to add a universal access transceiver (UAT) to your
existing mode A/C transponder setup (<$2k - Skybeacon, Echo UAT).
If not transponder equipped at all there are some small all-in-one boxes at
reasonabl
Howdy KR folks,
I was planning to fly out to Mt. Vernon early in the morning tomorrow and
stay though the weekend, but it looks like the weather there is going to be
beyond the KRs capabilities, and my solid IFR backup option from the flying
club is down for maintenance. Today was perfect weather
*Luis Claudio
> via KRnet
> *Sent:* Sunday, September 15, 2024 9:29 PM
> *To:* Adam Deem via KRnet
> *Cc:* Luis Claudio
> *Subject:* Re: KRnet> KR Gathering
>
>
>
> Adam, I think we surely would have enjoyed that, we had plenty of free
> time since a few of our presenters
KR Community,
I have undertaken a fairly thorough flight test program and handling
qualities investigation on my KR2 that I found to be a little bit
squirrelly compared to other somewhat similar types (Pitts, Extra, C-150
Aerobat, etc). Although it was fun to fly in most respects, its
limitations
Jeff,
I hope all the electronics come out okay. A portable dehumidifier or a few
days of airing out in dry weather might help, before attempting to smoke
check the systems…
Adam
On Mon, Sep 16, 2024 at 8:40 PM Jeff Scott via KRnet
wrote:
> Other than Zack, I had the shortest trip home. I got
there is for sure no structural issue or delamination of any joints.
Adam
On Fri, Oct 25, 2024 at 6:40 PM Larry Flesner via KRnet <
krnet@list.krnet.org> wrote:
>
> On 10/25/2024 5:16 PM, Adam Deem via KRnet wrote:
> > My right wing, apparently in the stub wing makes a slight pop
Stein Air has everything you need for electrical - wire, connectors,
components, tools, etc.
Adam
On Tue, Nov 12, 2024 at 11:43 AM Dean Choitz via KRnet
wrote:
> can anyone tell me what kind of crimp on wire ends that have the wrap
> around ends that crimp to the wire and to the insulation su
Fellow KR Enthusiasts,
I will be holding a Zoom webinar on Saturday Sept 28th at 8:00PM EDT
covering the results of my handling qualities flight test program on my
Corvair powered KR2. The presentation will be technical in nature, but
focused on the practical application side and not too deep into
xperience? I will definitely attend if it's on the 28th, instead of the
> 29th of September as I will be on TDY to LA that day
>
> Please let us know, including the instructions to attend?
>
> Cheers,
>
> Dr. Hsu
>
>
> On Mon, Sep 16, 2024, 7:36 PM Adam Deem
join at that time but the weekends are pretty packed.
>> Please put it on Youtube for later viewing but I will try for that
>> evening.
>> Thanks for doing this.
>>
>> Ray_pilot
>> New Orleans
>>
>>
>> On Tue, Sep 24, 2024 at 4:34 AM Ada
Yesterday while doing wind-up turns for testing, I heard a slight pop sound
at exactly 2.5G and returned for inspection. My right wing, apparently in
the stub wing makes a slight pop like there is something sticking and
tension releasing when the wing is lifted and then pushed down again. I
inspec
but theirs do have the right type end to crimp to the wire and
> plastic casing does anyone have any idea what these are called or where to
> get them. if you look at almost any automobile wiring end they crimp on
> like this thank you in advance
>
> On Tuesday, November 12, 2024
I’ve been using Decalin in the Corvair as recommended by William at
FlyCorvair. It does cut down on lead buildup, but there definitely still
is some. I’ve been trying a 50/50 mix of ethanol free gasoline and 100LL
for the last 25 hours and have seen cleaner oil and less buildup compared
to just 1
Mine never come off unless there would be a reason for transport, storage,
or maintenance. I pull the wing joint fairings, inspection plates on lower
wing surface, and leading edge landing light lenses and use a mirror or
borescope to inspect the interior of the wing on annual condition
inspection
2025 7:02 PM, Adam Deem via KRnet wrote:
> > It comes out to 170 MPH TAS for the given conditions, provided
> > indicated airspeed is accurate.
> >
> > Adam Deem
>
> +++
>
> In the very few rare conditions with near zero wi
Phil,
Our ground speed would be the true airspeed +/- any tailwind/headwind
component. In this case, with an 81 knot tailwind we were doing about
591kts ground speed. I think it illustrates the concept well.
It’s the same in the KR or any other aircraft, just the speed differences
are more exa
Nice, fun little cars. I’ve had an MGB, a Triumph Spitfire, and a TR6. I
guess you could say I like vehicles have to work on.
Adam
On Tue, Apr 8, 2025 at 9:34 AM Larry Flesner via KRnet
wrote:
>
> On 4/8/2025 6:18 AM, Zachary Martine via KRnet wrote:
> > Survived the monsoons in Nashville Sun
Larry,
If it’s a direct tailwind we get all of it in our favor, even up in the
thin air of the stratosphere.
Adam
On Sun, Apr 6, 2025 at 12:07 PM Larry Flesner via KRnet <
krnet@list.krnet.org> wrote:
>
> As there are zero posts on the net I'll send this out as a test message.
>
> While spend
We go much faster at altitude, up to where the engine power drops off and
limits airspeed because the air is thinner and pushes back less. At FL450
our indicated speed is only about 270kts but our TAS is about 510. We also
use a great circle route when going far as it reduces the distance
travell
Ensure you have the right angle between pedal and master cylinder. This is
often the issue having the wrong angle causing too much force to depress
the cylinder or causing too little stroke. Follow the brake system manual
to check that the design gives you enough mechanics force and movement.
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