n 8/22/2021 1:25 PM, Jeff Scott wrote:

I flew my KR for 500 hrs without any drag producing devices.  Then I added flaps and significantly modified the tail.  I don't think I ever landed without flaps again other than for training purposes.  The larger tail and deployable drag greatly expanded the operating envelope of my KR with much improved crosswind performance.  My KR suddenly changed from a calm day flyer to a plane that I could fly in almost any VFR weather.

-Jeff Scott


It's unfortunate that the KR's have the reputation they have based on the original KR2.  The 2S built now days is a sleeper on the market.  When Jeff moved up to a larger air frame (RV6) he sold one of the best equipped KR's on the market, 50% faster on the same fuel burn, than a C150 for less than $20K.  The Wisconsin KR2S just auctioned off is another example of a great bargain.

The major problem with the KR is that people have out grown the design.  A 200 pound pilot wants to carry a180 pound passenger in a small air frame using 75 h.p.  If the 200 pound owner would consider the airplane to be a great single place, and make a few mods to improve the flying characteristics if desired, they would enjoy owning and flying the KR.  Mark Langford, being the size person the KR was designed for 50 years ago, flies one of the most stock KR2's all over the Midwest on a regular basis.  The flying characteristics are acceptable enough so that he is not yet motivated to repair the 2S he flew prior to that and put it back in the air.

The KR has it's flaws but all are well know and can be designed out to have a great flying, economical airplane.  That's why it still has it's followers.

Larry Flesner
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