• For Sale
  • 2001
  • N6399U
  • Not Listed
  • Anacortes, WA USA

25000 $25,000 USD
Or Best Offer

I accept the Trade-A-Plane terms of use & service:   

Stay safe. Read more about avoiding scams and protecting your money. By using this site, you agree to our Terms of Use & our Privacy Policy.

  • For Sale
  • 2001
  • N6399U
  • Not Listed
  • Anacortes, WA USA

General Specs (cont.)


175 SMOH

200 SNEW

500 lb






Additional Classifications

Detailed Description

Hello, and thank you for viewing my listing for my KR2S aircraft!  This plane has been a pleasure to fly for almost five years now, however unfortunately it is time to part with it; my career is keeping me extremely busy, and I unfortunately do not have many opportunities to fly it anymore.  

I have owned this aircraft since May 2018 and have put several upgrades into both the engine and the airframe.  In short this is a Rand Robinson, KR2S with an upgraded Revmaster 2100 engine (single ignition at the moment) ~ 75-80HP, with a 56x56" Sterba propeller.  It cruises around 115-120 knots, has a useful load of around 500 lbs, burns 4.5-5 GPH, holds 12 gallons of fuel, and has a range of approximately 200-220 NM (depending on winds aloft) with VFR reserves.  

I am asking for $25,000, however will accept offers.  An extra exhaust, Ray Allen trim tab, and KR2 plans are included with sale. 
I can be contacted via cell phone or email (either one is okay).  Please feel free to contact me with any questions or comments you may have regarding the airplane.  Thank you for viewing, and I look forward to hearing from you! :-)

Avionics / Equipment

The avionics/instrumentation is pretty basic: no fancy displays, and no ADSB In/Out.  I usually fly with an Android Tablet, with a VFR sectional chart, and Avare, and this is always more than adequate for this airplane.  Below is a brief summary of all the equipment.

*Vertical Speed
*Skid/Slip indicator
*Analog fuel gauge (sight gauge)
*Magnetic Compass

*Mode C Transponder
*Handheld Radio (Yaesu FTA-550AA COM/NAV hardwired into a Comm Antenna; can also track a VOR if needed, but you will lose your communications).
*Flightcom IIsx Intercomm - Plugs into Cigarette lighter; included with plane.  

*4x CHT gauges (measures temperature under spark plugs)
*Oil Temperature
*Oil Pressure
*EGT (1x cylinder only)

*Manual Trim - Adjusted via a rotating handle.  
*Fuel Shutoff Valve
*SDS CPI Ignition Controller - Provides a tachometer, as well as manifold pressure (not currently equipped, but can be relatively easily)
*Carb Heat

*Wingtip NAV/Strobe Lights - Meets requirements for Night VFR flight.
*Does not have a Landing Light.


The airframe is a plans built, stock KR2S with the RAF48 airfoil.  It is a tricycle gear style, and includes 3x RV style wheel pants; these add around 14-15 knots of airspeed, valued at ~$750.  

The right aileron has a small auxiliary trim tab, that is essentially a small piece of sheet metal attached with double-sided tape.  When I purchased this airplane, it had a tendency to roll to the left when hands off; this small trim tab was added to fix the rolling issue, and after ~100 hours, it has had no problems so far.    

Similar to the rolling tendency, the plane also had a tendency to pitch nose down (even with full "up" elevator trim) when flying solo (CG more forward than aft).  To counter this, I also placed a small auxiliary trim tab on the right elevator (again, a small piece of sheet metal).  The plane now flies fairly hands off in both pitch and roll.  

The plane could maybe use a new trim servo (see remarks section) however it currently flies just fine without a new o

Engines / Mods / Prop

The engine began it's life as a Revmaster 2100D with a Bendix D3000 magneto, 92mm VW cylinders, stock Camshaft, stock Cylinder Heads, a 10 AMP alternator, and Champion REM style-spark plugs.  I used this setup until around 485 hours Total Time on the engine; at this point, I overhauled the engine and upgraded the following components.

*94mm VW Cylinders (compared to 92mm) - Adds a couple more CC's.

*Simple Digital Systems (SDS) Electronic Ignition - Can now accept automotive spark plugs, which are much cheaper than Champion REM-style aviation plugs, and you no longer have to worry about a Magneto and all of it's moving parts.  Finally, you can adjust the ignition timing at various RPM ranges, compared to a magneto which has the same ignition timing at ALL RPM ranges (idle, or full power).  The ignition does run off of battery power, however it's current draw is extremely small, and I have tested the system without the power of the alternator, and it held up just fine for well over an hour in flight; if the alternator were to fail in flight, you should still have plenty of time to find a place to land on battery power alone.  

*CB 2232 Camshaft and new Cam Gear - adds 2-3 more horsepower due to increased lift of the camshaft.    

*AA Cylinder Heads - better cylinder head cooling due to increased airflow between the fins, and also have larger intake/exhaust valves compared to stock VW cylinder heads.  

*60 Amp Alternator - Because I removed the magneto, this free'd up the Magneto Drive.  After my old 10-Amp Stator/Rotor alternator failed, I purchased an automotive style 60 Amp alternator, and did some drilling/machining to fit it into the Magneto Drive.  Now the magneto drive operates the alternator, and the battery is consistently charging at 14-15 VDC while flying, and around 13-14 VDC while idling on the ground.  

On the most recent Conditional Inspection, the cylinder compressions were 165, 160, 140, and 150 psi (see pictures), and an oil analysis was performed, with no adverse findings, and all conditions normal.

Lastly; I upgraded the baffling on the inside of the cowl.  The engine now runs between 400-425F on takeoff, and 325-375F

Interior / Exterior

EXTERIOR/AIRFRAME - Most of this was discussed in the Airframes section.  The only other small additions are one small paint blemish on the right (passenger side) wingtip, and a few small paint blemishes on the underside of the pilot's side wing (not noticeable unless you're looking underneath the wing).  

The front cowling could use some touching up.   

The plane could also maybe use a Elevator Trim Tab upgrade, which would eliminate the need for an auxiliary trim tab on the elevators, but the plane does fly perfectly fine with it's current set up.  I have a spare Ray Allen trim servo ($400 value) that will be included in the sale.  I just have not taken the time to install it.  

INTERIOR- Simple two seat airplane with a small area for luggage located behind the pilot/passenger.  Rand Robinson recommends no more than 35 lbs of luggage; I have personally flown with about 50 lbs of luggage with no issues, just a more aft CG.  

The airplane is fairly comfortable for two small-normal sized adults.  Anybody over 6' 0" will be slightly cramped and anyone over 6' 3" will be extremely uncomfortable.  I am 5' 10" and my wife is 5' 7" and we have traveled together many times in this airplane.  Our typical loadout was the two of us, a small carry on sized suitcase, a backpack, and a purse; regardless of full fuel/lower fuel states, the airplane performed just fine.


This section will cover some more info on the engine (ran out of room in the previous section), propeller, weight and balance, performance, and some closing remarks.

ENGINE - is currently only running SINGLE ignition due to the cylinder heads only having ONE spark plug port per cylinder.  The SDS ignition system is set up for dual ignition (2x coils, 2x sets of plugs), however in order to achieve dual ignition, the cylinder heads would have to be removed and machined to have a 2nd spark plug port installed.  This would require removal of the heads and would take some time to have machined, but it is possible to achieve dual ignition on this airplane.  I have been running single ignition for quite some time now, have flown (literally) across the country with it, and have had zero issues with it.  

PROPELLER - is a Sterba 56" x 56", measured at 3" at the HUB.  Originally, I ran a Culver 54" x 48" which was pretty underpitched, followed by a Sterba 54" x 54" which I ran for about 100 hours.  

I switched to the current 56" x 56", because it spins at a lower overall RPM (2800-2900 compared to 3100-3200 in cruise) which helps the engine run more efficient, and also keeps the oil temperatures much cooler than the 54" x 54".  This came with a very marginal decrease in climbout (~100 fpm), and about the same cruise speed (115-120 knots) compared to the 54" x 54".  Sterba Propellers is no longer in business, so if you ever needed a new propeller, you would have to order a different brand of prop.  

The spinner is a fiberglass mold of a previous metal spinner that I used before it became cracked from fatigue.  It has about 100 hours on it and has given me no issues, although it could use a small amount of touching up/repainting.  It looks good from 10 feet away, but does have some imperfections up close; overall, it is much smoother (less vibration) than my old metal spinner.  

Empty Weight: 650 lbs
Gross Weight: 1150 lbs
Useful Load: 500 lbs
Fuel Capacity: 12 gallons (72 lbs) - header tank; as the fuel is burned off, the CG shifts AFT.  
Payload: 428 lbs

Short CG Summary - The plane flies just fine while solo, and with a passenger/luggage with full fuel.  The only time you will likely go out of CG limits is with a passenger/luggage/low fuel, and the airplane will feel more like "flying on a pin". 

I have an EXCEL spreadsheet in which you can input fuel/pilot/passenger weights, and will show the exact location of the CG; this which will be included in the sale.  Depending on how heavy the pilot/passengers are, as well as the amount of luggage you have, you may have to limit your XC legs simply due to not letting the CG shift too far aft.  Generally speaking, however, this very rarely been a problem for me in 5 years of flying, but W&B does require more attention than something along the lines of a C172, or a Cherokee/Warrior series.  

*Horsepower: ~75-80
*Static RPM: 2800-2900
*Takeoff Roll: 1000-1100'
*Climbout (solo): 800-900 fpm
*Climbout (passenger; near gross weight), 400-500 fpm
*Cruise: 115-120 knots (depending on power setting, and cleanliness of airframe).

*Fuel Burn: 4 - 5 GPH depending on power setting/mixture.

*Range: 200-220 NM (200 is a good starting point to land with a 45 minute reserve; the most I've ever gone was around 250 NM, but landed with only about 2 gallons left, and had about a 10 knot tailwind).

*Landing Requirements: Actual landing "roll" can be accomplished in 1500' (good brakes, calm winds, no X-wind, etc.)  I personally will not land anywhere with less than a 2500' paved runway.  I've landed at a 2500' airfield, and (although not a 'good' landing) I used every inch of the runway.  

3000 feet and above - very doable.  
2500-3000 feet - can be done with the right skill level (current, proficient, plenty of hours in this type of aircraft)
<2500 feet - would not recommend.  

I purchased this plane in May 2018 and it has been an absolutely terrific starter plane.  The engine is absolutely bulletproof, and the airframe is very sturdy and safe, with plenty of KR2's operating today and (to my knowledge) only 1 airframe failure in 50 years since the design came out.  The engine will last a very long time with it's electronic ignition and 60 amp alternator, and the airframe has plenty of years left if hangered and maintained properly.  

Performance wise this little thing can scoot, while burning very little fuel, however because of it's light weight, it can be a bit of a bumpy ride even in "mild" turbulence; do not expect the ride quality of a C172, it's more along the lines of a C150/152.  If the ride quality does not bother you, this is an excellent airplane to burn holes in the sky, and take an occasional long weekend Cross Country for a getaway (just be sure to take into account the CG shift as fuel burns off).  

Maintenance wise, this engine/airframe is incredibly easy to work on, and conditional inspections have been very affordable for me ($400, $100, $300, and $300).  


1) Set of KR2 Plans
2) Many various VW parts (gaskets, nuts, bolts, etc.)
3) Auxiliary Fuel Tank with Fuel Pump (10 gallons, can increase range another 200-250 NM if equipped; it sits in the passenger seat)
4) Revmaster Q2 4-1 Exhaust (will prevent you from waiting several weeks if you ever need a new one for the engine; cost me $600 when I purchased it in 2020.  
5) Access to a hangar in Anacortes (if you live in the Whidbey Island area and cannot find a hangar available).
6) Ray Allen Trim Tab Servo ($400 value), for if you every would like to change out the Trim Tab Servo.  

I am asking $25,000, but as previously mentioned, will consider reasonable offers.  I can be contacted via cell phone, or email (either one is fine).  Again, thank you very much for viewing my ad, and I look forward to hearing from you! :-)