Ed
I believe that the final concensus that was stated here was that there were
enough design people who felt that the Kr could be modified into the LSA, ELSA
being production type aircraft built to LSA specs. The question was why modify
and go through all the trouble when there were already so
asily, regardless of the performance figures found in the R/R
literature.
Ed
Ed Janssen
mailto:ejans...@chipsnet.com
- Original Message -
From: "Colin Rainey"
To:
Sent: Friday, December 09, 2005 10:28 PM
Subject: KR> ELSA & LSA
> Ed
> I believe that the final concen
Longer wings, speed brake and flaps would surely do the trick by =
lowering
the stall speed to qualify under LSA. Possibly the KR motorglider wings =
with
beefed up spar BUT I have to agree with Colin on the other designs. The
Zodiac XL with a Corvair for power comes to mind.
Doug Rupert
I agree w
Doug,
How fat your billfold looks is still an important factor though, for many KR
enthusiasts. Most of the "other" designs are pretty pricey. For example
the Zodiac XL airframe kit alone is about $16K , nearly 3 times the cost of
a KR kit, I think. With a nicely built-up Corvair it'll probably
You ELSA people should take a look at the Sonex. The prices will surprise
you. http://sonex-ltd.com/
For the short time that it has been on the market, there are a lot of them
completed. The KR is tough enough if you build it to plans. I have a
friend who is building a CH601 ELSA and I would not
Rotax is pricey and way out of my league. Given your desire for the KR I
would talk with Mark Langford or one of the guys that knows more about =
the
KR motorglider. The long wings will slow the top speed as well as lower =
the
landing speed but are not recommended for the KR2 due to increased =
st
Someone posted on here before that Bill Clapp built his KR for about 7 or
8K including the corvair engine and I notice that in Orma's list of
performance charistics that 7 out of 18 listed have stall speeds of 51
MPH or less this is the biggest problem and many of these stall speeds
may not be at g
hese. This IS a high performance aircraft !
Things happen fast and if your to slow for a PPL you are to slow for a KR.
Sometimes the truth hurts, deal with it.
Steve Bray
Jackson, Tennessee
>From: "Dan Heath"
>Reply-To: KRnet
>To:
>Subject: Re: KR> ELSA & LSA
Steve all your statement rings true but I read somewhere a while back =
where
a retired airline pilot had lost his medical and while waiting for
re-certification (medical problems to subside) he built a Europa
motor-glider to circumvent the regs. In this particular case I would say =
go
for it BUT
Steve,
Besides getting the "fat" ultralights registered and certified, and then
pushing their pilots to become more knowledgeable and skillful pilots, the
important advantage of the Sport Pilot rating for those who have or have had
medical problems, is to be able to continue to fly without taking
ood luck on your endeavor.
Steve Bray
Jackson, Tennessee
>From: ejans...@chipsnet.com (Ed Janssen)
>Reply-To: KRnet
>To: "KRnet"
>Subject: Re: KR> ELSA & LSA
>Date: Sun, 11 Dec 2005 13:03:25 -0600
>
>Steve,
>
>Besides getting the "fat" ultr
Ed Janssen wrote:Steve,
Besides getting the "fat" ultralights registered and certified, and then
pushing their pilots to become more knowledgeable and skillful pilots, the
important advantage of the Sport Pilot rating for those who have or have had
medical problems, is to be able to continu
The way I read what you cut and pasted is the same thing that has been said all
along. If by chance the aircraft receives an Experimental Certificate for
operations AS an LSA or ELSA then a Sport Pilot can operate it. If not he is
disqualified from its operation even if it is flown solo. I apolo
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