Paul Smith wrote:
> I'm retrofitting split flaps into the stub wings attached to the afy spar.
> The original stub wings were built without flaps. I believe split flaps
> afford a small amount of lift (at lower deployment angles) but produce a
> good quantity of drag.
Split flaps have as much
Forgot to mention, mine is a Nose-pusher and has good ground clearance at the
trailing edge.
If you have standard retracts there is minimal clearance here so a belly-board
could be an option. There is a builder in England who built a spoiler system
into the trailing edge of the stub wings with t
Franco,
I'm retrofitting split flaps into the stub wings attached to the afy spar. The
original stub wings were built without flaps. I believe split flaps afford a
small amount of lift (at lower deployment angles) but produce a good quantity
of drag. See photos in my blog http://kr2spacemodulat
< isn't 12.5K msl about where O2 is needed... might the drifting around and
directional control issues be related to oxygen starvation of the brain:
If you climb above 12,500 msl but below 14,000' msl for more that 30
minutes, pilots (flight crew) must use supplemental oxygen.
Anytime a pilot (
I think that has all been covered before but basically the KR in ANY
form will be certificated under the Experimental Category (Usually the
amateur built experimental). There is CAN BE NO such thing as an E-LSA
KR because E-LSA is a KIT based on S-LSA. S-LSA is a factory assembled
plane that has m
I am not very smart or knowledgeable about flying a non-pressurized
airplane... but isn't 12.5K msl about where O2 is needed... might the
drifting around and directional control issues be related to oxygen
starvation of the brain: just a thought.
Mark W
N952MW
-Original Message-
From: krn
If it (the KR2S) has already been accepted under a standard experimental
category, it cannot be converted to E-SLA. It would need to meet the SLA
requirements and be registered as such from the get go. It is my
understanding that you can't "back up" the SLA requirement. Having said
that, I have als
John,
I have not tested fully my service altitude but I did climb and maintain 17000
on the way home from Sun N Fun this spring going around clouds and the
Washington Adiz. I was still able to climb at over 350 ft/min. So i would say
that 17,999 is not out of reason. The one thing that I did no
I disagree on the springs. I have tried them both, and the closed system
works much better. However, your results do vary.
See N64KR at http://KRBuilder.org - Then click on the pics
See you at the 2009 - KR Gathering in Mt. Vernon, Ill
There is a time for building and a time for FLYING and the t
At 05:05 PM 8/5/2009, you wrote:
>So, what you must be sure to do then, it to always keep your feet on the
>pedals with some pressure. I suggest adding turnbuckles in a closed system.
>You can fly this plane with no feet except for take off and landing.
>Daniel R. Heath - Lexington, SC
+++
Uh - have to disagree - the springs, or a balance cable, will hold adequate
tension on the pedals to allow you to take your feet off the pedals in
flight. In calm air mine flies quite well hands and feet off.
Rick Human
N202RH
Houston, Tx
Daniel R. Heath wrote:
So, what you must be sure to do t
So, what you must be sure to do then, it to always keep your feet on the
pedals with some pressure. I suggest adding turnbuckles in a closed system.
You can fly this plane with no feet except for take off and landing.
See N64KR at http://KRBuilder.org - Then click on the pics
See you at the 2009
On a hot day my motor glider is lucky to get 100' per minute at see level
:-(
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Langford
Sent: Thursday, 8 October 2009 6:12 AM
To: KRnet
Subject: Re: KR> service ceiling
John Skorczewski w
VairHeads,
I know there are several folks out there with EIS systems (Grand Rapids
Technologies) in their planes, so let me relay a problem and the solution to
something that kept me from flying Saturday.
When I flew in from OSH a couple of days before, all was well with the plane
and the EIS,
John Skorczewski wrote:
> I have a question from your recent posting. What is the sevice ceiling for
> a Kr-2s with a corvair engine? I have seen many stats concerning the plane
> and the engine---but not that one. Any info?
The definition of service ceiling is the altitude at which the rate of
I have a question from your recent posting. What is the sevice ceiling for a
Kr-2s with a corvair engine? I have seen many stats concerning the plane and
the engine---but not that one. Any info?
Thanks
_
Express your personali
There was a post recently about were to mount turnbuckles for the rudder
cables. I dont use turnbuckles on the rudder cables , I dont see the need
as you actually tension the cables with your legs. What I have done is make
a strap of 4130 @ 3 to 4 inches long and ¾ wide (obviously sizing can be
>
>I need the help of homebuilders of the comunity that can support me
>with informations and if possible drawings for an efficienty Speed Brake.
>Franco Bucci
Adding a speed brake to your KR w
Good morning,
i'm a KR un homebuilder living in Florence, Italy.
My KR 2 has over 400 hours of very nice fly, with no problems.
Now i'm planning to upgrade my plane with a Speed Brake, because i have not
installed flaps in origine.
I need the help of homebuilders of the comunity that can support
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