At 08:48 AM 11/12/2009, you wrote: >490.5 empty. Anyone want to chime in on where the Max Gross should >be? Or would that be determined in the test phase? >Ted Harwood >Northern NY. +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
As someone mentioned, you determine the gross weight. As a rule of thumb, I would suggest you take the empty weight, add the weight of the heaviest pilot possible while staying in the C.G. range, add the weight of full fuel ( if that is possible with a heavy pilot and stay within the C.G. range), add baggage allowance ( while staying in the C.G. range) , add maybe ten pound or so, and make that your max gross weight. That should make you "legal" in all load conditions. That's basically what I did when I set my gross weight at 1350 pounds on my KR. Just remember that as the gross weight increases, the structural G rating goes down. Example: The KR2 has a design G rating of +/- 7 G's at 800 pounds. That computes to 5600 pounds. 5600 divided by 1350 would compute to a 4.15 G rating when flown at 1350 pounds. I'm comfortable with that as I usually fly at about 1100 pounds and, since installing a G meter, the most loads I've seen has been +/- 1 G from turbulence. My KR lands so nice that the G meter never moves on landings. :-) On a low level fly-by with a moderate pull up I see maybe 1 G. You'll have to run the numbers on your KR to see how they play out. For comparison, I think that the C-172 is rated in the 3.5 range. Larry Flesner
