From: owner-krnet-l-digest@lists.teleport.com[SMTP:owner-krnet-l-digest@lists.teleport.com] Sent: Sunday, November 08, 1998 7:18 AM To: krnet-l-digest@lists.teleport.com Subject: krnet-l-digest V2 #176 krnet-l-digest Sunday, November 8 1998 Volume 02 : Number 176 ---------------------------------------------------------------------- Date: Sat, 07 Nov 1998 09:20:47 -0800 From: Ross Youngblood Subject: Re: KR: Re:First Flights I'm thinking perhaps we should try compiling a list of KR test pilots or folks that could be test pilots, and what they would charge. I am still planning on "training up" to the event, but if I had a list I could at least consider what it would cost to get the person out here and pop around the pattern once. -- Ross > > Actually, this is REALLY IMPORTANT. Anyone close to their first flight should > be talking to current KR pilots and picking their brains for this kind of > information. At the risk of being accused of standing on a soap box (again), > here are a few things, briefly, to consider before you attempt to do your own > testing. > > Am I current AND competent in type/similar type? > Have I flown a KR or talked at length with an experienced KR pilot recently? > Have I studied, memorized, and practiced my emergency procedures? > Do I have a plan for what I am going to do during each taxi/flight? > Am I confident in my ability to taxi/fly the airplane? (be objective here) > > If you answer "no" to any of these questions, you should do what is needed so > that you can answer "yes", or find a competent test pilot to do the testing > for you. By the way, these are "show stopper" questions -- just because you > can answer these "yes" doesn't necessarily mean you are ready to go, but if > you answer any of them "no" you are NOT ready to go. > > You don't need 1000 hours of flight time to do this, and you don't need to be > a golden handed test pilot, but both you AND your airplane need to be properly > prepared and qualified. > > AC 90-89A has a good outline of what qualifications you should have before you > fly your homebuilt. I've also included my personal assessment of minimum > qualifications in my test plan, which you can download from > http://members.aol.com/eaglegator. If my airplane were finished today and I > needed to start testing for some reason, I'd have to find someone else to do > it because I don't meet all of my minimum quals right now -- be prepared to > make this decision objectively, and don't waiver on the requirements you > decided on. Set them and then meet them. > > Just remember that planning is important, details matter, and common sense > must be liberally applied. Be smart and conservative, and you will minimize > the risk of having major problems. Lots of folks have done it! > > Cheers, > Rick Junkin > EagleGator@aol.com > St. Charles MO - -- Ross Youngblood Pager: (800)SKY-PAGE PIN#895-9073 Staff Technical Specialist voicemail: (800)538-6838 x 1632 Schlumberger SABER Bus Line: (541)714-1754 Corvallis,Oregon mailto:rossy@saber.slb.com ------------------------------ Date: Sat, 7 Nov 1998 12:33:38 -0600 (CST) From: Steven Eberhart Subject: KR: Mazda rotary engines I am looking for information on the aero conversion of Mazda engines. I just starting to track down information on what work has already been done. Will be ordering all of the back issues of Contact! magazine as I understand there have been some articles published there. I also know I have several back issue of Sport Aviation with related articles, just haven't found them yet. Do any of you know about a mail list supporting Mazda conversions? The application I am thinking about would use the engine direct drive without a prop reduction unit. THis is a very long term research project looking at the possible use of the Mazda engine in a ducted fan configuration with a 36" fan. Steve Eberhart - ------------------------------------- http://www.newtech.com/nlf One test is worth a thousand expert opinions but a thousand opinions are easier to get. --plagiarized from an unknown author All information, in any of my aircraft related correspondence, is strictly food for thought and is in no way intended to imply that it is anything more than ideas requiring additional, qualified, engineering analysis. ------------------------------ Date: Sat, 7 Nov 1998 14:10:35 -0500 From: "Wayne DeLisle Sr." Subject: Re: KR: Re: Re: Kevlar and carbon Hi Ross, You used kevlar on your aft deck? What weight did you use? Did you use it anywhere else on the plane?? What do you think about using it for wing skins? WD At 09:18 AM 11/7/98 -0800, you wrote: >Martin Mulvey wrote: >> >> Hi there, >> >> Regarding Carbon Fibre and something to think about.. >> If you wish to use an imbedded or internal antenna for Com or Nav, >> it will not work correctly. The carbon absorbs RF. >> >> BRGDS Marty > >I read this as well from RST. I bought the RST avionics antenna kit >and built a "v" in the aft deck, and potted it in place with FLOX. >Fired up the Terra COM radio, and was chatting with folks in the pattern >this summer. Soo... Kevlar works great for an aft deck. > >-- Ross >-- > Ross Youngblood Pager: (800)SKY-PAGE PIN#895-9073 > Staff Technical Specialist voicemail: (800)538-6838 x 1632 > Schlumberger SABER Bus Line: (541)714-1754 > Corvallis,Oregon mailto:rossy@saber.slb.com > Wayne DeLisle Sr. Email:support@sestar.net ------------------------------ Date: Sat, 07 Nov 1998 12:37:37 -0500 From: Allan Horne Subject: Re: KR: Mazda rotary engines This is a multi-part message in MIME format. - --------------788EC08FE586EDF518A0272A Content-Type: text/plain; charset=us-ascii Content-Transfer-Encoding: 7bit Give these guys a try . their e mail address is,< arrow2000@cadvision.com> Steven Eberhart wrote: > I am looking for information on the aero conversion of Mazda engines. I > just starting to track down information on what work has already been > done. Will be ordering all of the back issues of Contact! magazine as I > understand there have been some articles published there. I also know I > have several back issue of Sport Aviation with related articles, just > haven't found them yet. Do any of you know about a mail list supporting > Mazda conversions? > > The application I am thinking about would use the engine direct drive > without a prop reduction unit. THis is a very long term research project > looking at the possible use of the Mazda engine in a ducted fan > configuration with a 36" fan. > > Steve Eberhart > ------------------------------------- > http://www.newtech.com/nlf > > One test is worth a thousand expert opinions but a thousand opinions are > easier to get. > --plagiarized from an unknown author > > All information, in any of my aircraft related correspondence, is strictly > food for thought and is in no way intended to imply that it is anything > more than ideas requiring additional, qualified, engineering analysis. - --------------788EC08FE586EDF518A0272A Content-Type: text/html; charset=iso-8859-1; name="replica.htm" Content-Transfer-Encoding: 8bit Content-Disposition: inline; filename="replica.htm" Arrow 2000 Project Replica Aircraft

CF-105 Avro Arrow

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Arrow 2000 Project Replica Aircraft

Research and Development

Acknowledging the high thrust/weight requirement of the delta configuration (0.5:1) and the conservative estimate of 2 pounds per-thrust per-horsepower supplied, it is theoretically possible to build an automotive powered, ducted fan version of the CF-105 Arrow. Considerations include maintaining scale outline and features at half scale while accommodating a full scale pilot and jet-like performance.

Specifications
Length40 Feet
Height11 Feet
Wing
Span: 25 Feet
Area: 260 Square Feet
Loading: 10 Lbs per Square Foot
Weight2500 Lbs
Power2 Mazda 280 HP Rotary
Propulsion2 Twin Radial Ducted Fans
Thrust1250 Lbs
Thrust/Weight 0.5:1
SpeedMach 0.5

Features

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Flight Control

Delta wing Tubular sub-frame Aileron, elevator and rudder
Twin engine power Minimal wood fairing Boost tabs
Ducted fan propulsion Stressed composite skin Gyro trim tabs
Retractable landing gear VFR instrumentation

Maintenance

Safety

Lift / jack points Pilot's station roll cage
Removable engine bay Jettisonable canopy
Unitized major components Airframe safety chute
Maintenance / repair access panels Engine bay vapour fan
Truck transportable sections (40 foot van) Fire extinguisher system
Wheel brakes / Drogue brake chute
Navigation lights
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Copyright © 1997 Arrow 2000 Project
- --------------788EC08FE586EDF518A0272A-- ------------------------------ Date: Sat, 07 Nov 1998 11:54:43 -0800 From: Ross Youngblood Subject: Re: KR: Re: Re: Kevlar and carbon Wayne DeLisle Sr. wrote: > > Hi Ross, > > You used kevlar on your aft deck? What weight did you use? There are two weights of cloth available from Aircraft Spruce, I used the heavier weight on the aft deck, and used 1 layer, but have an overlap most of the way. The deck was VERY flexible, too flexible, so you might want to form some 1" ribs or bulk heads to make it more rigid. I have some just at the ends, but one in the middle, or a "notch" down the center might make it a bit stiffer. On the other hand, it's LIGHT. > Did you use it anywhere else on the plane?? What do you think > about using it for wing skins? I used the fine weave cloth for the wheel faring on the retract gear, and on the forward deck. The fine weave stuff is terrific, and contours well, but needs a good foam sandwich to make it stiff. I disagree with the other post on Kevlar, I find it rather flexible, and am told it has good noise reduction properties which make it good for use on cowlings. The concern people have had with mositure wicking up the fiber and freezing then delaminating, to me seems to be blown out of prorportion. However, It doesn't freeze too bad here where I am in Oregon, and my aircraft is hangared. The initial reports of this were on commericial aircraft. I think they cycle from hot to freezing to hot several times a day... so consider the application. Regarding use on wings.... I might try it if I were to do my project again, but I think I would use Carbon Fiber with a Kevlar leading edge cover. On the other hand, this would just be to play with the materials, I don't think I would save that much weight given my hand lay-up technique. (Can you say Wet?). -- Ross - -- Ross Youngblood Pager: (800)SKY-PAGE PIN#895-9073 Staff Technical Specialist voicemail: (800)538-6838 x 1632 Schlumberger SABER Bus Line: (541)714-1754 Corvallis,Oregon mailto:rossy@saber.slb.com ------------------------------ Date: Sat, 07 Nov 1998 13:23:37 -0700 From: Ron Lee Subject: Re: KR: Re:First Flights At 09:20 AM 11/7/98 -0800, you wrote: >I'm thinking perhaps we should try compiling a list of KR test pilots >or folks that could be test pilots, and what they would charge. I >am still planning on "training up" to the event, but if I had a list >I could at least consider what it would cost to get the person out >here and pop around the pattern once. > > -- Ross About two months ago a Pulsar builder at MeadowLake airport had an experienced Pulsar pilot come out to perform the first flight. I witnessed the event and it was great. Then the test pilot came back and had the builder come fly with him as an ESSENTIAL crew member. That way the builder got to fly the plane under the auspices of an experienced pilot. Then the builder went up by himself and did a great job. If more first flights were like that...we would have fewer problems. Of course the second best option is for the builder to be essentially checked out in a like plane. Review Rick's recent posting and you will understand the reasoning behind this approach. Ron Lee ------------------------------ Date: Sat, 07 Nov 1998 14:56:50 -0600 From: N4DD Subject: Re: KR: Sonerai gear Richard Parker wrote: > > >If you are thinking of using the Sonerai gear on a KR-2 or -2S. I would > >recomend the 5/8" gear as the 1/2" gear gets wider with each landing on > >anything but the lightest airplanes. Been there done that. > >Jean > >N4DD > > How is that specified? is that the Sonerai 2 gear vs the Sonerai 1? > Rich Parker > > ______________________________________________________ > Get Your Private, Free Email at http://www.hotmail.com Richard I think I ordered it from Steve Bennet @ GPAS. They offered it in 1/2" or 5/8" thick. Pretty heavy though. Jean N4DD ------------------------------ Date: Sat, 7 Nov 1998 15:30:48 -0700 From: jscott.pilot@juno.com (Jeffrey E Scott) Subject: Re: KR: Brake Fluid Robert, I had used ATF in the brakes on my Stinson without any problems when I was a poor college student. I tired to do the same on my KR and had chronic problems with the brakes overheating and locking to where I had to open the brake bleeders so I could roll the plane. Once this happened during takeoff roll. I pulled the power and the plane quickly stopped on it's own. I had no choice but to power the plane to the side of the runway and sit there until the brakes cooled. The next day I changed to aircraft grade red hydraulic fluid and have never had a problem since. As long as we are on the brake subject, I'll post the same warning I try to get in here every few months. Do not run the plastic hydraulic lines all the way to the brakes. They can overheat and melt. One of our EAA chapter members had his aircraft burn to the ground after one of these plastic lines ruptured and sprayed hydraulic on the hot brakes while doing touch and goes. A second plane in our chapter had both brake lines rupture after a long taxi on a hot afternoon. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213W construction and first flight at http://home.hiwaay.net/~langford/kjeffs.html http://www.thuntek.net/~jeb/krpage.htm On Sat, 07 Nov 1998 10:49:03 -0800 Robert Maniss writes: >I understand automatic transmission fluid is good to use in hydraulic >brakes. Any comments or concerns out there about which fluid is >"best?" >Thanks. Bob Maniss Abilene, TX > >P.S. Southwest Regional EAA Flyin got "weathered on" this year. It >was >a success in spite of it, though. Hope to see some of you here next >year. > ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ------------------------------ Date: Sat, 7 Nov 1998 15:53:49 -0700 From: jscott.pilot@juno.com (Jeffrey E Scott) Subject: KR: Re: First Flights On Fri, 6 Nov 1998 08:05:35 Wayne DeLisle Sr. wrote: > >All this talk of good/bad flying qualities of the KR AC has sparked a >thought. > >How many of you folks did your own first flight?? I did my own, but felt that I was probably as qualified to do so as anyone in our EAA chapter. > >How many hours flying time did you have at that time? 950 hours. 850 of which was taildragger time. 300+ of which was in a modified Starduster 1. > >About how many hours do you have on your KR at this time? 147 hours since the first flight in June of '97. > >If you didn't do your first flight, why not?? I recommend using your local EAA Flight Advisor to help you make the decisions you need to make BEFORE you do your test flight. They aren't there to judge you as a pilot, but to help you think through the questions you need to ask yourself before you jump into your plane for it's first flight. Their interest is in your safety. > >Not really important, but I thought it might be interesting to >hear everyones experiences. I made several adjustments to the plane during the SLOW taxi phase of the testing. Everything worked well on the three fast taxi test runs I made, so I did a post taxi inspection and put the plane away until the right day for the first flight. The only problem I ran into was insufficient nose up trim, which contributed to me flying my first approach at 120 mph indicated and badly overshooting the runway. I did a go around and made myself fly the whole pattern at 80 indicated and it greased on very nicely in a three point. The most difficult part of flying the KR is disciplining yourself to keep it slowed down on approach. A good stable approach leads to a good landing. Jeff Scott - Los Alamos, NM mailto:jscott.pilot@juno.com See N1213W construction and first flight at http://home.hiwaay.net/~langford/kjeffs.html http://www.thuntek.net/~jeb/krpage.htm ___________________________________________________________________ You don't need to buy Internet access to use free Internet e-mail. Get completely free e-mail from Juno at http://www.juno.com/getjuno.html or call Juno at (800) 654-JUNO [654-5866] ------------------------------ Date: Sat, 7 Nov 1998 15:36:28 -0800 From: Robert Covington Subject: Re: KR: Re: First Flights >The most difficult part of flying the KR is disciplining yourself to keep >it slowed down on approach. A good stable approach leads to a good >landing. > >Jeff Scott - Los Alamos, NM Very true. Whenever I get out of currency, and start flying again, all my problems come from flying unstable approaches at first. Maybe I fly too many wacked out simulator flights in the meantime as well. The ability to fly an unstable approach (competently) is important as well, and some authors in "In Flight" magazine recommend them for flying into "Big Iron" populated airports. Robert Covington ------------------------------ Date: Sun, 25 Oct 1998 00:55:50 -0400 From: "WARRON GRAY" Subject: Re: KR: Re: Re:speed brake The speed brake is from 1/4 inch aircraft ply bonded to the original mahogony bottom piece i cut out it adds strength . the box section is from 5/8 spruce with 3/32 ply wood to make the new inner floor the whole speed brake retracts into the box to keep drag down and keep smooth lines outside. at this moment i don't recall the number of holes but will check tomorrow. yes drill them (1) to induce drag on flare (2) to keep the speed brake light. - -----Original Message----- From: Kr2jm@aol.com To: krnet-l@teleport.com Date: Saturday, November 07, 1998 2:53 AM Subject: Re: KR: Re: Re:speed brake >Warron, > What type of material is your speed brake made of? Do you recommend drilling >the two inch holes, and how many holes did you use? > >Jim Morehead > > ------------------------------ Date: Sun, 25 Oct 1998 01:13:35 -0400 From: "WARRON GRAY" Subject: KR: Re: Mazda rotary engines Unless you really use the ducted fan and i do not know how you can use it on a kr, forget the direct drive not enough torque at the rpm you have to run with a normal prop.Warron - -----Original Message----- From: Steven Eberhart To: krnet-l@teleport.com Date: Saturday, November 07, 1998 2:34 PM Subject: KR: Mazda rotary engines >I am looking for information on the aero conversion of Mazda engines. I >just starting to track down information on what work has already been >done. Will be ordering all of the back issues of Contact! magazine as I >understand there have been some articles published there. I also know I >have several back issue of Sport Aviation with related articles, just >haven't found them yet. Do any of you know about a mail list supporting >Mazda conversions? > >The application I am thinking about would use the engine direct drive >without a prop reduction unit. THis is a very long term research project >looking at the possible use of the Mazda engine in a ducted fan >configuration with a 36" fan. > >Steve Eberhart >------------------------------------- >http://www.newtech.com/nlf > >One test is worth a thousand expert opinions but a thousand opinions are >easier to get. > --plagiarized from an unknown author > >All information, in any of my aircraft related correspondence, is strictly >food for thought and is in no way intended to imply that it is anything >more than ideas requiring additional, qualified, engineering analysis. > ------------------------------ Date: Sun, 25 Oct 1998 01:19:58 -0400 From: "WARRON GRAY" Subject: Re: KR: Re:First Flights more 2 cents from me. Bob Lester who has a few hundred hours in his kr2 had a taylor craft before the kr. he said that after his first toilet paper flight he cranked in dowwn trim to give himself some feel. he said it worked well for him as he learned to handle the kr he used less and less down trim . since i still walk i can't answer whether it is a good idea or not but if it works , then ........ - -----Original Message----- From: Ron Lee To: krnet-l@teleport.com Date: Saturday, November 07, 1998 4:26 PM Subject: Re: KR: Re:First Flights >At 09:20 AM 11/7/98 -0800, you wrote: >>I'm thinking perhaps we should try compiling a list of KR test pilots >>or folks that could be test pilots, and what they would charge. I >>am still planning on "training up" to the event, but if I had a list >>I could at least consider what it would cost to get the person out >>here and pop around the pattern once. >> >> -- Ross > > >About two months ago a Pulsar builder at MeadowLake airport had an >experienced Pulsar pilot come out to perform the first flight. I >witnessed the event and it was great. > >Then the test pilot came back and had the builder come fly with him >as an ESSENTIAL crew member. That way the builder got to fly the >plane under the auspices of an experienced pilot. > >Then the builder went up by himself and did a great job. > >If more first flights were like that...we would have fewer problems. >Of course the second best option is for the builder to be essentially >checked out in a like plane. Review Rick's recent posting and you will >understand the reasoning behind this approach. > >Ron Lee ------------------------------ Date: Sat, 07 Nov 1998 17:06:59 -0800 From: Mike Mims Subject: KR: Project update (web page) My wife developed a roll of film and there happen to be a few pictures of the KR from last week on it. You can see the nose bowl jigged up with plywood formers to aid in shaping the cowling. The lower two formers were re-cut before I started shaping the foam to better match up with the contour of the bottom of the fuselage. The pictures give you an idea of what it may look like soon. Today I snapped a few more pictures of it after I applied my first coat of spackle. Anyway the pics are at: http://www.geocities.com/CapeCanaveral/Hangar/4136/oct15.html enjoy! - -- zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz Micheal Mims SP290 (Sky Pig 290) ,..Building Cowling now mailto:mikemims@pacbell.net http://www.geocities.com/CapeCanaveral/Hangar/4136/ Irvine Ca Fax 949.856.9417 ^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^ ------------------------------ Date: Sat, 7 Nov 1998 21:40:14 -0500 From: "Tom Andersen" Subject: Re: KR: Brake Fluid Jeff, That post is a keeper. I tried a little heat on it and sure enough, it's not like teflon, it melts real nice and easy. I guess about six inches of metal line would keep the fittings on the plastic cool enough. Thanks. - -Tom >As long as we are on the brake subject, I'll post the same warning I try >to get in here every few months. Do not run the plastic hydraulic lines >all the way to the brakes. They can overheat and melt. One of our EAA >chapter members had his aircraft burn to the ground after one of these >plastic lines ruptured and sprayed hydraulic on the hot brakes while >doing touch and goes. A second plane in our chapter had both brake lines >rupture after a long taxi on a hot afternoon. > >Jeff Scott - Los Alamos, NM >mailto:jscott.pilot@juno.com >See N1213W construction and first flight at >http://home.hiwaay.net/~langford/kjeffs.html >http://www.thuntek.net/~jeb/krpage.htm ------------------------------ Date: Sun, 08 Nov 1998 05:08:28 PST From: "Richard Parker" Subject: Re: KR: Brake Fluid Excellent post Jeff, I never even thought of that. Thanks, Rich Parker Jaffrey, NH >To: krnet >As long as we are on the brake subject, I'll post the same warning I try >to get in here every few months. Do not run the plastic hydraulic lines >all the way to the brakes. They can overheat and melt. One of our EAA >chapter members had his aircraft burn to the ground after one of these >plastic lines ruptured and sprayed hydraulic on the hot brakes while >doing touch and goes. A second plane in our chapter had both brake lines >rupture after a long taxi on a hot afternoon. > >Jeff Scott - Los Alamos, NM Richard E. Parker Jaffrey, NH theparkers@monad.net richontheroad@hotmail.com http://top.monad.net/~theparkers/ ______________________________________________________ Get Your Private, Free Email at http://www.hotmail.com ------------------------------ Date: Sun, 8 Nov 1998 09:44:24 EST From: CHolder280@aol.com Subject: Re: KR: KR Wanted Tried to e-mail you. Recieved error message. My e-mail address is cholder280@aol.com. I have a project KRII would be interested in selling. ------------------------------ Date: Sun, 08 Nov 1998 09:17:46 -0600 From: rmccall Subject: Re: KR:KRs not making airshows. Jeff, Your observations and thesis are correct, at least from my perspective. I had one flight in a KR with Randy Smith during the 1997 fly-in and had much the same happen to me. Basically, the plane was way ahead of me and I was aware that the controls would be sensitive and tried not to over control. I don't think it is a question of flying ability, it is a question of flying in type aircraft. Randy's plane was the one and only time for me flying with a stick at high speed and it felt uncomfortable not knowing how the controls would react. What you described is a slow speed approach to type familarization. I would agree this is the best way to become familiar with the KR and become accustomed to its control features. Put to task, everyone now flying a KR will probably tell you they worked up from slow speed taxiing to slow speed flight before getting into the high end stuff. On another note, I could use those part numbers for the pushrod control system you sent me. Rich Jeffrey E Scott wrote: > Ok Steve, I'm gonna both agree and disagree on this one. > > There is little doubt in my mind that many KR's are sitting because the > pilots are scared to death of them. In some cases this is justified as > many KRs are flying with a really bad aft CG problem. > > I'll maintain that much of the problem is related to lack of training > under the proper circumstances. > > At the 1997 KR gathering, I took two guys that I figured were probably > pretty decent pilots out for rides in my bird. I set the plane up at > cruise and let them have it. The response was an instant case of > divergent PIOs. Heck, I'm no great pilot. I had to wonder why these > guys had problems with the plane. > > This last spring I took a number of kids out for Young Eagle rides in my > KR. All of them flew the plane with very little problem. The question, > "Why can kids fly my KR while pilots can't?" > > I concluded that pilots tend to grab the stick and tug on it expecting to > feel some feedback on the controls. This starts the PIOs followed by > overreactions while trying to find a "feel" at speed. Kids have no such > expectations, so they don't treat the control stick the same as pilots. > > The test: > > This year at the 1998 KR Gathering I took 2 - 100 hour Cessna pilots and > two 20 hour student pilots out in my plane. Instead of setting them up > at cruise, I trimmed the plane out for 90 mph and let them fly it at a > speed where they could keep up with the plane while they learned a feel > for it. I kept reaching down and screwing in a little more throttle and > retrimming after the first few minutes. Within a few more minutes, they > were all happily cruising along at the same speed where more experienced > pilots were struggling last year. Perhaps Haris or Rob have some > comments from the viewpoint of their first KR experiences flying my > plane. > > I concluded that there are two strikes against the KR: > > 1) It is a very pitch sensative plane. Some folks are redesigning the > tail to address this problem. I also have an idea that I will share > after I modify the controls on my bird and thoroughly test it. > > 2) It is very difficult to find a KR to train in. The planes are small > and do not handle well when full of pilots in an aft CG configuration. > This makes for difficult training circumstances at best. If you're a big > guy, you can forget ever getting any meaningful training in a KR at the > gathering or otherwise. You just can't change the physics of CG and > gross weight. > > If either of these problems can be addressed, you will see alot more KRs > out of their hangers and in the air. I also have to agree with some > previous comments about the KR plans being an inexpensive dream to own. > Building the plane is a long process that takes a great deal of > dedication and more $$ than Rand would have you believe. > > My KR is one of the most difficult planes I have ever flown. By the same > token, it is also one of the most fun planes I have ever flown. I do > believe the handling can be improved substantially without making it less > fun to fly. I have flown Glassairs that were faster and every bit as fun > as my KR without the sensative elevator. By the same token, the elevator > on the two seat Lancairs are every bit as sensative as the KR and you > will usually see more Lancairs at the fly-ins than KRs. Go figure. > > As for showing up at airshows, mine made it to three in September and > October and missed a fourth one due to a scheduling conflict. > > Jeff Scott - Los Alamos, NM > mailto:jscott.pilot@juno.com > See N1213W construction and first flight at > http://home.hiwaay.net/~langford/kjeffs.html > http://www.thuntek.net/~jeb/krpage.htm > > On Wed, 4 Nov 1998 14:35:27 -0600 (CST) Steven Eberhart > writes: > >yyyOn Wed, 4 Nov 1998, Tim Anderson wrote: > > > >[snip] > > > >> On another note...At the EAA Golden West Regional Fly-in (Merced, > >CA) in > >> early October I noticed only two KR2's. With over 11,000 sets of > >plans > >> sold, where are the airplanes? Is the KR such a pain to build that > >few are > >> finished? > >> > >> At the same fly-in, over 60 Vari-eze, Cozy, Long-eze and every other > >eze > >> was there. I can't believe that these planes are any easier to > >build than > >> a KR. > > > >At the risk of getting another flame war started I will stick my neck > >out > >and offer my thoughts on this. > > > >The KR is probably one of the most apealing plans built designs around > >if > >you are looking for the most inexpensive means to fly two people at > >150 > >mph+. It is a neat looking airplane and the construction techniques > >are > >the same as we used to build model airplanes with. It isn't a stretch > >to > >think that "I can build this thing". For only a $250 investment in > >plans > >I immediately became an airplane builder pursuing a life long goal of > >mine. Now the down side. When I bought the plans I hadn't even seen > >a KR > >in person. Now I have, but, a little of the lustre is gone from the > >dream. I am a very low time pilot, only about 50 hours. I had the > >opporitunity to fly Marty Roberts KR-2 at the Perry Gathering this > >year. > >Marty is a very accomplished pilot and flies his KR like it was an > >extension of himself. When I had the stick it was one PIO after > >another. > >Marty spent the whole time with his hand inches over mine ready to > >grab > >the stick in an instant, and he had to many times. > > > >What all of this is building up to is this. In the experienced hands > >of a > >KR master it is a neat little airplane. In the hands of a low time, > >inexperienced pilot, it is an accident waiting to happen. I suspect > >that > >there are a lot of KRs sitting in garages, etc. that scared the hell > >out > >of their builders on the first flights. I also think that there are > >probably a lot of nearly finished KRs out there that got moth balled > >after > >the builder finally got a ride in a KR and decided that they weren't > >ready > >for quite so spirited an airplane. > > > >In the hands of an experienced pilot they are beautiful to behold. In > >the > >hands of a 100 hour pilot I think I would be a little concerned. > > > >Just my .02 worth. > > > >Steve EBerhart > >------------------------------------- > >http://www.newtech.com/nlf > > > >One test is worth a thousand expert opinions but a thousand opinions > >are > >easier to get. > > --plagiarized from an unknown author > > > >All information, in any of my aircraft related correspondence, is > >strictly > >food for thought and is in no way intended to imply that it is > >anything > >more than ideas requiring additional, qualified, engineering analysis. > > > > > > ___________________________________________________________________ > You don't need to buy Internet access to use free Internet e-mail. > Get completely free e-mail from Juno at http://www.juno.com/getjuno.html > or call Juno at (800) 654-JUNO [654-5866] ------------------------------ End of krnet-l-digest V2 #176 *****************************