From: krnet-bounces+johnbou=speakeasy.net@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 155 Date: 4/20/2005 9:00:27 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: Stability/ N100TP (Mark Langford) 2. Nice KR2 For Sale (Terry Teer) 3. taxi test (Lee Van Dyke) 4. Aerobatics and Stability (Jeff Scott) 5. Re: Stability/ N100TP (Joseph H. Horton) 6. RE: Aerobatics and Stability (Golden, Kevin) 7. Pitch sensitivity (Colin & Bev Rainey) 8. Re: Pitch sensitivity (jscott.pilot@juno.com) 9. RE: Correction on Crank (Brian Kraut) 10. RE: Correction on Crank (Brian Kraut) 11. RE: Correction on Crank (Steve Glover) 12. Sun N Fun - what a blast! (IFLYKRS@aol.com) 13. RE: 10G pullout/wing displacement (Brian Kraut) 14. KR2 on e-bay broken crank (Wesley Scott) 15. RE: Stability/ N100TP (Brian Kraut) ---------------------------------------------------------------------- Message: 1 Date: Wed, 20 Apr 2005 06:33:37 -0500 From: "Mark Langford" Subject: Re: KR> Stability/ N100TP To: "KRnet" Message-ID: <00f901c5459c$cb5e0b40$5e0ca58c@net.tbe.com> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Steve Bray wrote: > I visited with Troy last week and got a good look at his airplane. I'm > pretty sure he told me his HS is now 6 inches wider per side than it > was and he made his VS match. Well there's your answer. There's no substitute for a longer horizontal stabilizer or a longer fuselage, when it comes to an improvement in a KR. The longer h/s would be a simple fix for a regular KR2. There are a few pictures of Troy's during "enhancement" at http://home.hiwaay.net/~langford/troy/ . He added the extensions using carbon fiber, without any internal wooden support, if I remember correctly. Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------ Message: 2 Date: Wed, 20 Apr 2005 08:44:59 -0500 From: "Terry Teer" Subject: KR> Nice KR2 For Sale To: "KRnet" Message-ID: <001e01c545af$2698ab20$d9f44fd8@TGSR41610670> Content-Type: text/plain; charset="iso-8859-1" Have a very nice standard KR 2 for sale. Taildragger-2180VW, Poza Carb, duel ignition, landing & taxi lights, nav lights, super nice paint. 220ttae. Need to sale for the need of a Glasair that is talking sweetly to me. 12,500.00. Located at 9M4, Ackerman, MS. Regards, Terry ------------------------------ Message: 3 Date: Wed, 20 Apr 2005 09:28:33 -0700 From: "Lee Van Dyke" Subject: KR> taxi test To: "KRnet" Message-ID: <001001c545c6$c8013290$6a01a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" Good afternoon Netters, Congrats to all that made it to SNF, and Bill for the award. Today I fired up "Snakebite" and made 2 circles around the hangers. Checking out the brakes and handeling, all went well. The posa carb running well low speed and high. W & B completed and ready for inspection. More later. click on this link to see photos http://vandyke5.com/Airport.htm Lee Van Dyke Mesa AZ Lee@vandyke5.com ------------------------------ Message: 4 Date: Wed, 20 Apr 2005 16:52:07 GMT From: "Jeff Scott" Subject: KR> Aerobatics and Stability To: krnet@mylist.net Message-ID: <20050420.095243.29075.424421@webmail03.lax.untd.com> Content-Type: text/plain There is nothing wrong with doing negative G aerobatics with a gravity fuel system or float type carb. The engine quits as soon as you go negative and starts as soon as you go positive. I did them for years in my modified Startduster. Most pilots mistake getting light in the seat for negative Gs. If you really want to experiment, see how long it takes for the oil pressure to bleed down to -0- while inverted with the engine windmilling. Having said that, I have never turned my KR upside down. I have terribly bad habits from doing aerobatics in a draggy biplane. Regarding the stability of the various tails and wings. Since my -2S was started before the release of the -2S plans, it has the smaller stock KR-2 tail married to a 14" stretched fuselage. There are two issues at work here that tend to get mixed together and called stability. One is the actual stability of the plane. The second is the sensitivity of the elevator controls. I would term my KR as reasonably stabile since in smooth air, I can fly 30 minutes or so at a time with my hands off the stick. If I bump the stick to upset it, the plane will return to it's original speed and very close to it's original altitude. I attribute that quality to keeping my CG well forward in the CG range. However, as others that have flown with me can attest, the elevator is very touchy. That goes back to the argument as to whether it feels like a little fighter and you get used to it, or that you're not a real KR pilot if you don't like the touchy elevator. In my opinion, the more horizontal stab you add to the plane, the less touchy it will be. After 8 years and 500+ hours in my KR, I think I have enough time in the plane to declare myself an official KR pilot, but I can't help but think that the plane would be safer for me or the next owner if I add some horizontal stab to the plane to reduce the pitch sensitivity. -Jeff Scott ------------------------------ Message: 5 Date: Wed, 20 Apr 2005 13:05:16 -0400 From: "Joseph H. Horton" Subject: Re: KR> Stability/ N100TP To: krnet@mylist.net Message-ID: <20050420.130517.4012.4.joe.kr2s.builder@juno.com> Content-Type: text/plain; charset=us-ascii Mark et all, I think in the near future we will have all kinds of variations to look at and draw almost any kind of conclusions you want. I know mine will be different than most in that I had finished all my tail surfaces before I found out about the modernized airfoil. The tail is completely stock for a 2S. The incidence is just barely on the negative side of 0 deg. and the wing is about plus 1 deg. All things done as they are with the strong intention of finishing the plane not ripping it apart and never finishing it. There are so many other things to consider in the behavior of the plane and a lot of that has to do with the weight and balance. The one thing I do know is if my KR does not feel as good as Bill Clapps' I will change something then ;-) Joe Horton On Wed, 20 Apr 2005 06:33:37 -0500 "Mark Langford" writes: > Steve Bray wrote: > > > I visited with Troy last week and got a good look at his airplane. > I'm > > pretty sure he told me his HS is now 6 inches wider per side than > it was > > and > > he made his VS match. > > Well there's your answer. There's no substitute for a longer > horizontal > stabilizer or a longer fuselage, when it comes to an improvement in > a KR. > The longer h/s would be a simple fix for a regular KR2. There are a > few > pictures of Troy's during "enhancement" at > http://home.hiwaay.net/~langford/troy/ . He added the extensions > using > carbon fiber, without any internal wooden support, if I remember > correctly. > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford email to > N56ML "at" hiwaay.net > > > _______________________________________ > 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 > > Joe Horton joe.kr2s.builder@juno.com ------------------------------ Message: 6 Date: Wed, 20 Apr 2005 14:14:49 -0400 From: "Golden, Kevin" Subject: RE: KR> Aerobatics and Stability To: 'KRnet' Message-ID: Content-Type: text/plain But will a VW aircraft engine windmill? Kevin in MO -----Original Message----- From: Jeff Scott [mailto:jscott.pilot@juno.com] Sent: Wednesday, April 20, 2005 11:52 AM To: krnet@mylist.net Subject: KR> Aerobatics and Stability There is nothing wrong with doing negative G aerobatics with a gravity fuel system or float type carb. The engine quits as soon as you go negative and starts as soon as you go positive. I did them for years in my modified Startduster. Most pilots mistake getting light in the seat for negative Gs. If you really want to experiment, see how long it takes for the oil pressure to bleed down to -0- while inverted with the engine windmilling. Having said that, I have never turned my KR upside down. I have terribly bad habits from doing aerobatics in a draggy biplane. Regarding the stability of the various tails and wings. Since my -2S was started before the release of the -2S plans, it has the smaller stock KR-2 tail married to a 14" stretched fuselage. There are two issues at work here that tend to get mixed together and called stability. One is the actual stability of the plane. The second is the sensitivity of the elevator controls. I would term my KR as reasonably stabile since in smooth air, I can fly 30 minutes or so at a time with my hands off the stick. If I bump the stick to upset it, the plane will return to it's original speed and very close to it's original altitude. I attribute that quality to keeping my CG well forward in the CG range. However, as others that have flown with me can attest, the elevator is very touchy. That goes back to the argument as to whether it feels like a little fighter and you get used to it, or that you're not a real KR pilot if you don't like the touchy elevator. In my opinion, the more horizontal stab you add to the plane, the less touchy it will be. After 8 years and 500+ hours in my KR, I think I have enough time in the plane to declare myself an official KR pilot, but I can't help but think that the plane would be safer for me or the next owner if I add some horizontal stab to the plane to reduce the pitch sensitivity. -Jeff Scott _______________________________________ 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 *The information contained in this message may be confidential and/or subject to legal privilege, and is for the use of the intended addressee only. Any unauthorized use, dissemination or copying of the information in this message is strictly prohibited. If you have received this message in error, please notify the sender immediately and delete this message.* ------------------------------ Message: 7 Date: Wed, 20 Apr 2005 15:50:09 -0400 From: "Colin & Bev Rainey" Subject: KR> Pitch sensitivity To: "KRnet" Message-ID: <007101c545e2$28e4b5d0$c7432141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Jeff Scott just mentioned about increasing stability by making the horizontal stab longer but still having issues with the pitch sensitivity of the plane. I cannot say for other pilots, but I have flown more than 15 different models of aircraft and find that there are quite a few aircraft that could be considered to be pitch sensitive depending upon what part of the flight regime you are referring to. ALL planes are sensitive at speeds above 120 mph or approx 105 knots. I think where the KR seems to get a bad rap is that by comparison to a basic trainer, i.e.: J3 Cub, or Cessna 152/172, the KR is much more sensitive. However, there is a whole list of planes that display the same sensitivity and increased elevator authority that the KR has. The Extra 300, Pitts S1 & S2, Glasair I, Thorp T-18, Sidewinder, Mustang II, just to name a few. Builders can dampen this tendency to over control by using what I have documented on my website, taken from illustrations on Adrian Carter's website. Between the 2 sites you can find how to de-tune the elevator to require more or larger inputs from the stick to get the same motion at the elevator. I have flown behind this arrangement for over 30 hours and love it. It also has the effect of balancing the elevator response to the aileron response for better control harmony. I also followed a suggestion from Larry Flesner and re-drilled the pivot locating hole in the aileron bell crank inboard by 1/2 an inch to get the full 20 degrees up and 10 degrees down deflection from the ailerons. By doing this and what Dan Heath suggested about spacing the pushrod down to make it level so that it is actuating in a straight line, accomplishes this. By improving the aileron motion and de-tuning the elevator, I believe that our KR has excellent control authority and harmonizing. As good as any plane I have flown. All these things can be accomplished by a builder at any stage of construction, and with very little extra effort over the original assembly, just changes. Obviously use at your own risk as any suggestion found on the KR Net, but it is working for several builders. To throw out one more answer, Mark L already posted a more elaborate answer but suffice to say that a VW or Corvair will probably stop turning, not windmill. crainey1@cfl.rr.com http://kr-builder.org/Colin/index.html KR2(td) N96TA Sanford, FL Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) crainey@apexlending.com ------------------------------ Message: 8 Date: Wed, 20 Apr 2005 18:03:06 -0600 From: jscott.pilot@juno.com Subject: Re: KR> Pitch sensitivity To: krnet@mylist.net Message-ID: <20050420.180307.2128.0.jscott.pilot@juno.com> Content-Type: text/plain; charset=us-ascii On Wed, 20 Apr 2005 15:50:09 -0400 "Colin & Bev Rainey" writes: > Jeff Scott just mentioned about increasing stability by making the > horizontal stab longer but still having issues with the pitch > sensitivity of the plane. I cannot say for other pilots, but I have > flown more than 15 different models of aircraft and find that there > are quite a few aircraft that could be considered to be pitch > sensitive depending upon what part of the flight regime you are > referring to. ALL planes are sensitive at speeds above 120 mph or > approx 105 knots. I think where the KR seems to get a bad rap is > that by comparison to a basic trainer, i.e.: J3 Cub, or Cessna > 152/172, the KR is much more sensitive. However, there is a whole > list of planes that display the same sensitivity and increased > elevator authority that the KR has. The Extra 300, Pitts S1 & S2, > Glasair I, Thorp T-18, Sidewinder, Mustang II, just to name a few. Actually, that's not what I said. While you have improvised a workaround that is serviceable for you, it is not a fix for a pitch sensitive aircraft. Why do you suppose Troy and Dana modified the tails on their KRs? Why do you think these other guys have gone to a larger tail? Check the numbers on static margin and tail volume. Everyone that has flown both has nothing but good things to say about the larger tail. Check with Bill Clapp. He's flown both, as has Troy. I have also flown most of the planes you listed above and a fair number of other high and low performing aircraft. The KR is one of the less harmonious aircraft to fly. If one is building the plane, why build in a well known problem, then devise a work around for it? If I was building mine again, it would have substantially more horizontal stab. Does that mean I don't enjoy flying the plane or can't fly it safely? Not in my opinion. But if I was going to let others start flying my KR, I would want to make it handle better than it does. -Jeff ------------------------------ Message: 9 Date: Wed, 20 Apr 2005 21:32:53 -0400 From: "Brian Kraut" Subject: RE: KR> Correction on Crank To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" I had a lot of problems at one time with the engine going very rich at mid range power settings. It was fine at high power and idle. When I reduced power sometimes it would foul a plug and give a pretty good vibration. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Steve Glover Sent: Thursday, April 14, 2005 10:18 PM To: KRnet Subject: KR> Correction on Crank Hi Netter's, Well, It appears I had spoken too soon. All initial indications pointed to a broken crank on the VW. We pulled the engine down and did not see anything unusual. I took the crank over to a well known machine shop in the area and had it magnafluxed and dye glowed. Zip, zilch, nada.... No cracks anywhere. Now we are at a total loss for any explanation of the vibration. We will recheck the prop for balance but I think it was too severe of vibration for that. Besides, once it was repaired, refinished, and balanced, it ran really smooth. I apologize for the false info. Now I have no idea what could have caused the problem. Both ignitions were checked with the same results on both. The heads and valves looked fine after disassembly. Carb functioned properly as far as acceleration. I am using a Revflow which has not given me any trouble in 200 hours. If anyone has any ides, I'm listening. We are putting the engine back together and I will fly it until the Corvair is ready. Hopefully whatever the anomaly was, with the rebuild (Again), it will be gone. Steve Glover KR-2 N902G AJO, Ca _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 10 Date: Wed, 20 Apr 2005 21:33:03 -0400 From: "Brian Kraut" Subject: RE: KR> Correction on Crank To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" You have probably already done this, but be sure you are firing on all four cylinders. Start the engine and use a spray bottle on each exhaust header to be sure they are all firing. I assume it vibrates cold also? I have heard of valves sticking when the engine heats up. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces+brian.kraut=engalt.com@mylist.net [mailto:krnet-bounces+brian.kraut=engalt.com@mylist.net]On Behalf Of Steve Glover Sent: Friday, April 15, 2005 8:39 PM To: KRnet Subject: RE: KR> Correction on Crank Did you have the camshaft magnafluxed also? Make sure the camgear is still properly affixed to the end of the cam. Rings, pistons and rods OK? Were the heads and head studs torqued and all came apart with no looseness? -------------------------- We didn't magnaflux the cam but the gear is tight. All other components checked out ok. The heads were just rebuilt about 20 hours ago. The torque settings appeared ok upon disassembly. Steve Glover KR-2 N902G AJO, Ca _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 11 Date: Wed, 20 Apr 2005 18:54:23 -0700 From: "Steve Glover" Subject: RE: KR> Correction on Crank To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" >I had a lot of problems at one time with the engine going very rich at >mid range power settings. It was fine at high power and idle. When I >reduced power sometimes it would foul a plug and give a pretty good >vibration. It hasn't done that for the 200 hrs I've flown it. The needle I have in the carb was custom made. It isn't the straight, flat one that Revmaster provides. >You have probably already done this, but be sure you are firing on all >four cylinders. Start the engine and use a spray bottle on each >exhaust header to be sure they are all firing. I assume it vibrates >cold also? I have heard of valves sticking when the engine heats up. I checked it on both ignitions and it was the same on each. Hot or cold, didn't matter. I should have everything back together this weekend with a the prop refinished and balanced (again). I guess we'll see... Steve Glover KR-2 N902G AJO, Ca ------------------------------ Message: 12 Date: Wed, 20 Apr 2005 22:01:34 EDT From: IFLYKRS@aol.com Subject: KR> Sun N Fun - what a blast! To: krnet@mylist.net Message-ID: <190.3e632a85.2f98637e@aol.com> Content-Type: text/plain; charset="US-ASCII" Here I am - finally home for a few hours. Ill send out this note for all the KRrs. Sun N Fun was great. I went down to William Wynnes a couple days before so that I could test fly the Stitts Skycoupe with Corvair TURBO conversion. Everything checked out okay so Gary (the owner) flew the Skycoupe to Lakeland on the 11th and I flew chase in the KR...well, more like ring around the rosie (ha ha) The Stits does 90 and the KR 165..so I flew lots of circles, but it was fun. We tied up the planes and then hitched a ride back in a 172. We drove the campers out and showed up Tue morning and preped and got ready for a busy day. Look at FLYCORVAIR.com for pics. We took a 601 firewall forward package, the 601 and lots of parts. I spent most of my time those days on the flight line showing the KR - the TURBO Skycouple and answering a multitude of questions. On Friday I left before the airshow and flew home to Valdosta GA to pick up Elaine (8 year old daughter) and flew back by 630 pm after the show had finished. She really enjoyed the weekend there. There were activities for kids. She learned about meterology, made clouds, made tornadoes, learned how to make wooden ribs (she collected 11 from other kids to start her own triplane). It was a good learning experience for her. One Saturday I recieved a notice to appear at the award ceremony and N41768 received Best All Wood Aircraft! It was icing on the cake. On Sunday I was approached by the Air Force ground crew asking that I fly some oil samples to the coast for analysis and I said sure - they were paying the fuel - so Elaine and I ran them to Titusville and got back at dark. Monday, the final day of the show, Elaine and I got up and saw Glacier Girl - P38 - takeoff and head home. The topper was watching a formation of four aircraft - a P51 in lead, a Saber jet, a F-4 Phantom, and a F16 perform low passes over the crowd. WOW! It was a great weekend. I flew the Kr home on Monday and got Elaine dropped off for school and then headed back to Williams in Edgewater FL. Today I got a ride back to Lakeland in the 172 and was able to ferry the Skycoupe back. I much prefer the 180mph Kr to the 100 mph Skycoupe. Back at Williams I worked on my KR a bit and a few other projects. Updates on N41768 will be coming later. I left Williams at 5:55 this afternoon and landed at 7:02 pm in Valdosta. The math on that......YYYYYEEEEEHHHHHAAAAAWWWWW! It has been one fine week.. N41768 152 hours and loving it! Bill ------------------------------ Message: 13 Date: Wed, 20 Apr 2005 22:15:33 -0400 From: "Brian Kraut" Subject: RE: KR> 10G pullout/wing displacement To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" Unusual aircraft attitude or pilot attitude? Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Mark Jones Sent: Tuesday, April 19, 2005 10:04 PM To: KRnet Subject: Re: KR> 10G pullout/wing displacement Too young and foolish to know any better. It did teach me a thing or two about unusual attitude. Mark Jones (N886MJ) 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: 14 Date: Wed, 20 Apr 2005 21:28:36 -0500 From: "Wesley Scott" Subject: KR> KR2 on e-bay broken crank To: "krnet" Message-ID: <00ba01c54619$d3f6a2d0$b6a60a04@pbrain> Content-Type: text/plain; charset="iso-8859-1" http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&category=63679&item=4544579750 Seller says it has a 2S fuselage and the wings started as 2S but he cut the wing extensions off back to the 2 length (within an inch). He also said the total time was less than 40 hours so apparently he broke the crank on the VW engine before finishing flying off the test hours. -- wesley scott kr2@spottedowl.biz ------------------------------ Message: 15 Date: Wed, 20 Apr 2005 22:37:31 -0400 From: "Brian Kraut" Subject: RE: KR> Stability/ N100TP To: "KRnet" Message-ID: Content-Type: text/plain; charset="US-ASCII" With all this talk I am very interrested to see what happens just adding some length to the stab. Has anyone tried a before and after on the same plane? I plan to try it with Tweety Pie when it gets back in the air. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Joseph H. Horton Sent: Wednesday, April 20, 2005 1:05 PM To: krnet@mylist.net Subject: Re: KR> Stability/ N100TP Mark et all, I think in the near future we will have all kinds of variations to look at and draw almost any kind of conclusions you want. I know mine will be different than most in that I had finished all my tail surfaces before I found out about the modernized airfoil. The tail is completely stock for a 2S. The incidence is just barely on the negative side of 0 deg. and the wing is about plus 1 deg. All things done as they are with the strong intention of finishing the plane not ripping it apart and never finishing it. There are so many other things to consider in the behavior of the plane and a lot of that has to do with the weight and balance. The one thing I do know is if my KR does not feel as good as Bill Clapps' I will change something then ;-) Joe Horton On Wed, 20 Apr 2005 06:33:37 -0500 "Mark Langford" writes: > Steve Bray wrote: > > > I visited with Troy last week and got a good look at his airplane. > I'm > > pretty sure he told me his HS is now 6 inches wider per side than > it was > > and > > he made his VS match. > > Well there's your answer. There's no substitute for a longer > horizontal stabilizer or a longer fuselage, when it comes to an > improvement in a KR. > The longer h/s would be a simple fix for a regular KR2. There are a > few > pictures of Troy's during "enhancement" at > http://home.hiwaay.net/~langford/troy/ . He added the extensions > using > carbon fiber, without any internal wooden support, if I remember > correctly. > > Mark Langford, Huntsville, Alabama > see KR2S project N56ML at http://home.hiwaay.net/~langford email to > N56ML "at" hiwaay.net > > > _______________________________________ > 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 > > Joe Horton joe.kr2s.builder@juno.com _______________________________________ 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 ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 155 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================