KR> Where should the mains be located at on a standard KR2?

[Ryan]

Hi Rudy,
Can you send me a copy of your W ?

Thanks
Ryan 

-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Rudi Venter
via KRnet
Sent: Sunday, November 20, 2016 7:30 PM
To: KRnet
Cc: Rudi Venter
Subject: KR> Where should the mains be located at on a standard KR2?

I have 2 conventional geared KR2's, on both the landing gear is attached to
the front of the spar. With the seats empty and the front tank full they are
very light on the tail and it is easy to tip them onto the nose especially
if the plane is level. Once 1 or both seats are filled and the tail is on
the ground there is a lot more weight on the tail.

The attachment point can be seen on the photo below:

http://www.rudix.site/ZU-AMV/dsc_9518_std.jpg

Fly safe,
Rudi
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KR> Hand propping VW

[Rudi Venter]

With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.

I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am ready to go.

The chock can be seen "deployed" in the photo in the link below.

http://www.rudix.site/zu-cgr/Photos/rv7_5708_std.jpg

Fly safe,
Rudi

KR> Proping

[Richard Human]

With the various comments on proping a VW I notice no one suggested proping
from behind the prop. That's a pretty natural way to hand prop a VW. It also
places you up against the wing leading edge and should put you in closer
proximity to the throttle and mag switches if needed. That's how I always
started my VP1. 



While on that my hangar mate and I both have tail tie down releases they are
copied on sailplane toe releases I've attached pictures that give you an
idea of their size and operation. They are easy to operate and have a cable
that runs inside the tail cone to the cockpit so that you can release once
your seated and buckled in.



Not KR related but I put a video on youtube on my latest project.
https://www.youtube.com/watch?v=nSWdoDtdA8E



Rick Human

KR2 N202RH

Houston, TX

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KR> Chipped windshield

[Daniel Heath]

Thanks for putting me on to this.  I am thinking that they have a solution for 
most any windshield damage problem.



http://micro-surface.com/index.php/products-by-application/aerospace-industry/aircraft-transparencies.html



KRNet is the place to go when you don't know what to do.





See N64KR at   http://KRBuilder.org - Then click on the 
pics 



2016 KR Gathering ? Mt. Vernon, Ill.



Peoples Choice at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 

Best KR at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 

Best Interior at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 

Best Paint at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 

Best Firwwall Forward at 2013 - KR Gathering in Mt. Vernon, Il ? MVN 



Best Interior and Panel at 2008 ? KR Gathering in Mt. Vernon, Il - MVN





Daniel R. Heath - Lexington, SC

KR> Hand propping VW

[Rudi Venter]

With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.

I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am ready to go.

The chock can be seen "deployed" in the photo in the link below.

http://www.rudix.site/zu-cgr/Photos/rv7_5708_std.jpg

Fly safe,
Rudi

KR> Useful Load

[Larry Flesner]

At 08:38 AM 11/20/2016, you wrote:
>  "Kayak Chris" wrote:
>
> > What does "utility category" mean?
>
>Google for "utility category aircraft", and
>https://en.wikipedia.org/wiki/Load_factor_(aeronautics) is at the 
>top. Utility means 4G load factor, and Normal means 6G.



For example, the US 
Federal 
Aviation Regulations prescribe the following limits (for the most 
restrictive case):
* For transport 
category airplanes, from -1 to +2.5 (or up to +3.8 depending on 
design takeoff 
weight)[9]
 

* For normal category and commuter category airplanes, from -1.52 
to 
+3.8[10]
 

* For utility category airplanes, from -1.76 to 
+4.4[10]
 

* For acrobatic category airplanes, from -3.0 to 
+6.0[10]
 


The KR plans state that the design load factor is +or- 7G's at 800 
pounds.  7x800=5600 pounds.  If you fly the KR at 1200 pound gross 
you have a "design" structure of +or-4.6 G's.  I say "designed" as in 
assuming it is built properly. I licensed mine at 1350 pounds 
gross.  While the structure is quite strong remember that even slight 
increases in weight have a substantial effect on performance.  More 
weight necessitates more horsepower which comes with more weight 
which necessitates more horsepower which comes with more weight, and 
on and on and on.

Larry Flesner  

KR> Useful Load

[Mark Langford]

I should have included this one too:

http://www.experimentalaircraft.info/flight-planning/aircraft-stall-speed-1.php

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Useful Load

[Mark Langford]

  "Kayak Chris" wrote:

 > What does "utility category" mean?

Google for "utility category aircraft", and
https://en.wikipedia.org/wiki/Load_factor_(aeronautics) is at the top. 
Utility means 4G load factor, and Normal means 6G.

 > Where is this formula, not sure what to look for (I tried)

I googled "aircraft stall speed equation example", and the one at the top is
https://www.quora.com/How-do-you-calculate-the-stall-speed-of-an-aircraft
and the third one on the list is
https://www.rcgroups.com/forums/showthread.php?t=789635

For the lift coefficient of the "new" airfoil (Cl), see the wing lift 
polar diagram at http://www.krnet.org/as504x/design.html , which shows 
it to be about 1.55 at stall angle of attack.

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Hand propping VW

[bjoenunley]

?Joe, somewhere on the net is a drawing of ?a tail tie down that you can 
release from the cockpit and take with you. You can pull the chocks, climb 
into the plane and then release the tail tie??down.
I have one of those mechanisms sitting on my work bench.? ? ? I haven't always 
been cautious. ?My engine starts with one pull at the lowest rpm. ?I became so 
confident that I stopped tying it down when visiting other airports. 
?Eventually I stopped tying it down altogether. ?One day the throttle was not 
all the way to idle. ?The engine roared, the plane started rolling forward, the 
tail came up. ?I couldn't get around the propeller to get to the throttle 
before the tail came off the ground. ?My favorite propeller hit the ground. 
?The tip of the propeller started flinging dirt and then splinters. ?I finally 
got to the throttle to shut it down. ?I miss that propeller, I have tried three 
propellers since then and none are as good.
Joe Nunley?CW2 US Army RetiredBaker JROTC Instructor?Baker Florida?

KR> Hand propping VW

[Rudi Venter]

With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.

I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am ready to go.

The chock can be seen "deployed" in the photo in the link below.

http://www.rudix.site/zu-cgr/Photos/rv7_5708_std.jpg

Fly safe,
Rudi

KR> Useful Load

[Kayak Chris]

"You could also build it by the plans and consider it "utility category"."

What does that mean?



> If you wanted to make it "Light Sport" compatible, you could add several
> inches to the wing length to get the gross weight to wing area ratio to fit
> that category.

I did not know there was such a formula, I thought since every plane
comes out different, if tested to stall at LSA speed, you're good.
Where is this formula, not sure what to look for (I tried)