KR> comment
>airb...@comcast.net wrote: >"Maybe you should stick with the original design that has been proven for many years " My humble response: The KR2 as originally designed is too small for 2 average 21st Century people. The plans style retractable landing gear, as designed, has had a lot of failures. Most builders do read the plus side and the negative side of the design (and other designs)and they find that the KR2 or KR2S is the closest to what they are looking for.and that the design is easily modified. Their alternative to modifying this design would be to start with a new piece of paper and design a whole new airplane. This requires knowledge that most of us do not possess. Of course, they could just buy a factory built.but that doesn't sound like much fun. If you so choose, build yours exactly to plans (but you will have to fill in a lot of blanks.) You probably won't need the expertise that the members of this list have developed over the years.or maybe you will. If you are already flying your KR2--I envy you. Rich Hartwig Waunakee, WI rhartwi...@juno.com
KR> Biggest Loser
The "Biggest Looser" Club is a good idea. Was it spelled that way because after losing the weight your pants will be looser or should it have been spelled "Biggest Loser" as in losing weight?? I am a good candidate for this club, I have lost 30#'s since last Feb. (gained 10 back on an Alaska cruise), but could stand to lose more so that my pants (and shirts) are a little looser. Rich Hartwig Waunakee, WI rhartwi...@juno.com
KR> COMMON BUILDING PRACTICES
>"Why do Prop makers tighten their layers of wood together so tightly when making a prop if it is a bad idea ? >Have you ever been in a prop shop. There used to be one near me here in Caddo Mills Tx and they used house jacks to >tighten the wood together and left it that way until the resin/glue cured. I have no idea what glue they used..." Larry, The makers of certified props are using resorcinol. It requires a lot of pressure and close fit for a very thin glue layer. Rich Hartwig Waunakee, WI rhartwi...@juno.com
KR> Re: Gorilla Glue
Scott, Gorilla (urethane) glue will fill a gap, but that gap consists of foam and will have reduced strength. Joints must be clamped or receive pressure from nailing, or stapling until completely cured. If you just press two surfaces together to cure as you might do with T-88, the foaming action of the urethane glue will push them apart. Gloves are recommended--I don't think the glue is toxic, but it will leave your skin stained brown if not wiped clean immediately with a solvent. The other thing I have found is that it is even sneakier than epoxy at getting onto everything. Excess glue squeezed from the joints is easily removed with a chisel after curing as it just consists of foam. I purchase this glue in small containers even though it is more expensive that way. A little bit goes a long way and it tends to harden in the container after a few months. I have done a lot of experimenting with this glue in cabinet making and aircraft application. I am not yet confident enough in it to use it on a primary aircraft structure like the spar on a KR. I tried making some top bows for the fuselage on a Pietenpol using Gorilla Glue. I apparently did not get even pressure throughout the length of the bows and they failed miserably. I have used the same setup for making them with West System epoxy and they came out fine. I would recommend making some test bows first with cheap wood. Rich Hartwig Waunakee, WI Hartwig@Juno
KR> Making KR ELSA
Colin, There is a lot of band width "wasted" on a lot of subjects. Check the archives for "Congratulations"--there isn't much info under that topic--and it takes up a lot of bandwidth, but it does serve to encourage builders. We could just tell everyone who has questions on any KR subject to forget discussions and check the archives--the answers are probably there, but a discussion list is much more than an encyclopedia. Many list members (especially those of us in the "Senior Division") are interested in "Sport Pilot" and feel this is a valid issue for discussion. If Mark Langford would not want us to discuss Sport Pilot legal KR's on the KRnet, I would respect his wishes. I know that this subject is an irritation to some,and some of the other things discussed are an irritation to me...but I have a remedy.the delete button. Rich Hartwig Waunakee, WI rhartwi...@juno.com >Herbert >Not to be rude, but this has been discussed way more than it ever should have been with no conclusive conclusions as to >which way to go, or which way a builder can go. A search of the archives will reveal a WHOLE bunch of band width on >the subject. With due respect I would say check there and then do what you think is best. Lets not start this thread over >again... >Colin >N96TA >Ormond Beach, FL
KR> Making KR ELSA
Thankfully it is still Friday!! Let's see.I think I finally have it. It is a KR if you: stretch it 14 inches, make it 6 inches wider, make the sides vertical, build it 200+ pounds over plans gross wt., use a different airfoil, install an O235, change the horizontal airfoil, use Dr. Dean Hinges, build it with sliding or forward tilt canopy, use Fowler flaps, make the fuselage a foam/fiberglass sandwich, make folding wings. (are these changes all made by "designers?") It is not a KR if you: build it light and to the plans except for adding slightly more wing area or make it a single place to give it a stall speed of 51mph instead of the Rand Robinson published stall speed of 52mph.one little mph, have it cruise at about 135mph.(and there are a lot of KR's flying that do not exceed the LSA cruise speed specs.) Please don't try to stifle those who are discussing how to lower the stall speed. By the way I did not get to vote on the following-- "It has been agreed upon here that an ELSA legal KR 1 or 2 would not remotely be a KR anymore" We are not talking about an ELSA anyway--we are talking about an Amateur Built Experimental KR that is legal for a Sport Pilot to fly. The LSA's category planes are factory built or built from an approved factory kit. If you took a poll of the Netters you would probably find that relatively few have finished and flown a KR or any other homebuilt. We do look up to those of you who have. Rich Hartwig Waunakee, WI rhartwi...@juno.com >Rich >Checking the archives will let ANYONE know about the literal months of dicsussion that has already gone on about trying >to make the KR whatever fit a category it was not designed for. Everyone that is arguing in favor of building a KR to meet >ELSA standards has never built a KR to completion, or owns a flying KR. Most are not designers, with the exception of a >few that comment. >It is not that Mark L or Mark J is putting a damper on appropriate threads or not, but this list is supposed to be devoted to >just KR building and flying. We all contribute things from time to time that are not strictly KR material, maybe just pilot >material, but aimed at safety or preventing similar mistakes, etc... Friday's are reserved for the off the wall remarks. >What I am bringing up is that I am not trying to squash a thread that has merit, but rather to encourage an interested builder >to do his research, and then consult with those that are doing directly. It has been agreed upon here that an ELSA legal KR >1 or 2 would not remotely be a KR anymore, and so it would really be more appropriate to have their own list and >discussions. The topic got beaten up BAD just last year, with nothing more that alot of supposition about what could be >done, yet no one has done that yet. But what is known is that discussing an ELSA KR which would really deserve its own >new name at that point, would be like discussing the Taylor monoplane here; similar design (the blueprint for Ken for this >plane) but different plane. >Case in point is Dana Overall: Dana is building an RV8 so he doesn't discuss things here that apply to metal airplanes, or >RVs unless it is generic and also applies to us, then he gladly shares it. An ELSA legal KR is no longer a KR but a new >design. Discussing building processes would be the same, and so in my mind would be on target, but certification issues, >and design modification parameters and the like would be more appropriate to another list for the new design. >I am not trying to push anyone out or hurt anyone's feelings, but it seems that once or twice a year we have to rmeind >everyone that this list is NOT a general discussion list for any and all. It is a KR builders and pilots list for sharing >wisdom and experience directly related to building and flying KR's, not other aircraft development, what happened to my >sister, etc... and issues that threaten us like Brian's Case in Jacksonville. >If Mark L or Mark J feel I am off target then I conceed. But I have watched thme have to make such remarks time and >again to knock things back on track for THIS list. >Colin >N96TA >Ormond Beach, FL
KR> Spring Bar-Thanks
Thanks to all of you who offered spring bars. I have purchased one and hope to pick it up at the Gathering. Rich Hartwig Waunakee, WI rhartwi...@juno.com
KR> Spring bar
Does anyone have a KR-2 spring bar that I can save from being relegated to the attic or landfill? I would also may be interested in the brackets for mounting to the spar. Please e-mail me directly by clicking on this link: rhartwi...@juno.com Rich Hartwig Waunakee, WI
KR> Sport Aviation Association
Here are some quotes from Paul Poberezny in the latest SAA e-mail: "Everyone is welcome to be part of our SAA membership, simply by sending us their e-mail address. Please feel free to pass this along to anyone you think may be interested." "There also appears to be great enthusiasm for another fly-in at Frasca Field. Mark your calendars for June 23-24-25, as the Frasca family is warmly welcoming us back again in 2006." If you join, it also would be nice if you sent SAA a few bucks, but the most important thing is that you join to show your support for this type of grass roots, non-commercial, organization. The website is: www.sportaviation.org/ and you can join by sending an e-mail to: saa@ameritech.net Rich Hartwig Waunakee, WI rhartwi...@juno.com
KR> West System
Larry, You wrote: "TRUE, BUT ... West System was designed for a fine finish over wood boat hulls. All of the experts that I have talked to say "COSMETIC ONLY, NEVER USE IT FOR STRUCTURAL PURPOSES" I would like to talk to the experts that gave you that information. West System was formulated for bonding wood and other materials. It is also used on the surface of wood boats to encapsulate the wood to protect the wood from water--not for "cosmetic purposes" although epoxy does leave a nice surface for adding a fine finish. I have built two wooden boats and two wooden airframes (KR2 and Pietenpol) with straight West System with no fillers (except where needed for nonstructural gap filling) and in the process made many test pieces, broke them every imaginal way, soaked them in water and tried to break the glue joint. The test pieces never broke on the glue joint. I could probably dig up some test pieces from 30 years ago if someone would like to see how the West System stands the test of time. I have had the same fine results from T-88, but have not used it extensively. Rich H
KR> steel tube fuselages
Don, It might be better to install "butterfly" blocks between the spar caps at the attach point with the steel fuselage (similar to the landing gear attach blocks seen on Lynn Hyder's KR2-- http://home.hiwaay.net/~langford/lhyder/)-- one 1/2 " bolt through the block and an attach fitting welded at each side of the fuselage for the main spar and smaller bolts for the rear spar. The block would also even out the stresses at the fuselage juncture. Check out Falconar or Jodel plans--they have wood fuselages, but I believe they only use bolts to attach the wing spar to the fuselage. An alternative would be to box in the spar with the steel of the fuselage sides and require only small bolts through the "butterfly" block to hold it in place. Dick H
KR> Plywood
Be very careful about using low priced Baltic birch. Much of this plywood is used for cabinet making and other indoor uses. It looks beautiful, but is not necessarily waterproof. If you buy a sheet of it, cut off a small piece (1/4 X 1 inch piece will do) and boil it in plain water for about 1/2 hour and then try to peel the plys apart (if they have not already come apart.) If it comes apart, don't use it. A safer way is to buy British Spec. 1088 marine ply. It is available at some lumber yards and boat building shops. This ply will have the number 1088 stamped on one face. It will be waterproof, have no face plugs and no large internal voids. I can buy a 4ft by 8ft sheet of Okume 1088 in 2mm or 3mm for about $60 from a boat shop. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> LSA alternative
Colin wrote: ".The FAA commentary that I read specifically mentioned that they are watching for aircraft that have previously been certified in other categories to be modified into LSA, and will aggressively prevent this.." Colin, This rule refers to individual aircraft that were originally certified or were modified to be too heavy, too fast, etc. to fit in the Sport Pilot eligible category and then modified to fit. It does not refer to new aircraft that are modified from the original design to fit Sport Pilot at the time of their certification. An amateur built aircraft is certified as an Experimental and does not have to go through the extensive FAA paperwork of an E-LSA or LSA. If your aircraft's numbers that you observe and record during your test phase meet the standards for Sport Pilot eligibility, a Sport Pilot can fly the plane legally. Dick H. "The purpose of the category is not to give alternatives, but to regulate those aircraft that already fit the category and previously were not regulated..." That statement refers to "heavy ultralights" and other ultralights that the owner chooses to change to Experimental or LSA so they may be flown and time logged by a Sport Pilot. The category is for any plane--factory built, plans built, kit built-- that has always been within specifications for the category since the time of its certification. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Escribe archive
I have notified Mark of the problem with the Escribe-KRnet -Date Index. I'm sure he is working on it. Dick Hartwig rhartwi...@juno.com
KR> LSA alternative
Colin wrote: "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." Colin, I have to comment on your statement--it is worded in a way that could confuse a "KRSport" builder or a Sport Pilot who wants to fly a Pietenpol built several years ago. Experimental certificates for homebuilts are not issued for LSA or E-LSA operations--those are three distinctly different types of certification. Any Experimental that has met the weight, performance, etc. of an LSA at the time of certification and is not at any time modified to go beyond those limits is Sport Pilot eligible. "No more than two seats" is one of the requirements. Dick Hartwig rhartwi...@juno.com
KR> WAF
Ref: WAF Modification The drawings indicate that the UK mod is actually lighter than the R-R WAFs. Each individual WAF fitting is made from 2 thicknesses of .063 steel (as opposed to one of .125 for the R-R). One is slightly longer than the R-R fitting and one is considerably shorter. The long fitting has 4 extra AN4 bolts running down the center instead of the 3 (so called) lightening holes--the shorter fitting is a doubler at the wing attach bolt and catches 2 of the extra bolts and four of the standard bolts. There are four 3/8 inch alum bushings in the spar for these extra bolts. I have heard of WAFs loosening over time. Would putting the 3 bushed bolts down the center of a R-R WAF rather than the large graduated lightening holes be an improvement? I do understand that there is an engineering reason for the large holes. Comments from engineering types?? Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Sad tale...
Don, Please send me your e-mail address off net. Dick Hartwig rhartwi...@juno.com
KR> Start Building
"have to splice the longerons because the plans call for 14 ft" Pat, You should only have to splice if you are stretching the fuselage. The materials list calls for 14 ft. for the longerons, but the actual length of the KR2S longerons is just slightly over 12 feet.or am I missing something? Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> N1213W
Dean, If you want info on an N number just do a Google search on it: The info on Jeff Scott's N1213W is at: http://162.58.35.241/acdatabase/NNumSQL.asp?NNumbertxt=1213W Dick H
KR> rivnut question
Oscar, I bought a "rivnut" tool kit at Menards. It comes with squeezing tool, 4 mandrels and "rivnuts" up to 1/4 inch. I am saving the "rivnuts" for non-aircraft use. The tool works very well with Nutserts or Rivnut brand. The whole kit was $8.95. Dick Hartwig rhartwi...@juno.com
KR> West System
I have West System (and also under the Gougeon Bros. name) test pieces of spruce-to-spruce and spruce-to-various plywoods that I have made over the past 28 years. When the FAA guy did the precover inspection (yes that was quite a few years ago) on my KR2 he could not get a test piece joint to break closer than 1/16 inch from the glue joint. He tested them in shear and peel. The West epoxy penetrates and actually seems to strengthen the wood close to the joint. I would like to know how you could get a better glue joint than that. Well, I guess resorcinol handles heat better. Dick H
KR> KR2 For Sale on Barnstormers...
"I have tried everything i can think of to get to barnstormes" Caryl, Barnstormers website seems to be down for awhile. Keep trying to use the link, eventually they'll be back up.: http://www.barnstormers.com/. If you type it in, make sure it is spelled correctly--you are leaving out the last "r" (between the "e" and the "s") in your messages. Dick H
KR> KR2 For Sale on Barnstormers...
Caryl, Barnstormers is up and running. Click on: http://www.barnstormers.com/cat.php?mode=search Dick H.
KR> Court decision
I hope this sort of mentality in the insurance industry doesn't carry over into other types of insurance. Such as: I buy a car--put a performance chip in it--have a speeding related accident and find that I am not covered.orinstall nonstandard shocks, etc. Dick H.
KR> doug fir
>"by laminating pieces together you can make it hell bent for strong without adding any weight" Where does this info come from? You can't increase the strength of wood simply by cutting it into strips and gluing it back together. Dick H
KR> engine preheat - long
If you build an electric or fuel fired engine heater that sits below the engine, make sure that engine fluids cannot drip down the plenum into the heater. A few planes (and hangars) have been lost this way up here in the cold north. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> 54 inch chord
Does anyone know of a KR wing built with a 54 inch chord? Dick H.
KR> auto fuel Conversion
Re: 0-200, Cessna 150 STC The conversion was the EAA STC and was done within days of the EAA getting approval for the STC. I no longer have the 150 or copies of the paperwork, so I can't help you with the numbers. My carb float "sunk" after a few months requiring a metal replacement. Re: Marvel Mystery Oil When I purchased the 150 it had not been flown for a few years and had 2100 hours since overhaul, so I had to get a ferry permit to get it home. The compression would not come up to specs during approx. 10 hours of flying. I then put MMO in the sump and gas tank. After 1 hour of flight the compression came up well within specs and stayed there for the 200hrs that I flew the craft. After that I only put MMO in the oil . Not a good scientific test of MMO, but it made a believer of me. Dick Hartwig
KR> Is a KR1 a LSA?
>Another issue might be to placard no LSA operations while carrying >passengers, and limit fuel under LSA operations. Sport Pilot regs won't allow this. Once an aircraft is out of spec for an LSA it cannot be returned to a status that would allow it to be operated by a Sport Pilot. Dick H.
KR> Conversion
Robert, When I had the STC done on my Cessna 150 (Cont.0-200) the mechanic changed the timing and set the idle higher and stamped the new timing advance on the engine plate--don't remember the exact numbers. Dick Hartwig
KR> Lift - BS debunked
1. That sucking sound you here from the upper surface of the wing is the plane pulling money from your wallet. 2. "Sucking up" is a force only when you are complimenting someone. Here is a link to a scientific explanation of LIFT: http://www.allstar.fiu.edu/aero/airflylvl3.htm Dick Hartwig
KR> Homebuilt Question
Colin and those interested in building a KR that can be flown by a Sport Pilot, I sent an inquiry to the EAA. The following is my question and the response from Joe Norris: To: info services Subject: Experimental LSA If I build a one-off original design aircraft that meets the requirements for an Experimental LSA what proof must I provide that it meets the requirements? Dick Hartwig EAA #84582 Waunakee, WI rhartwi...@juno.com Hello Dick, You simply must document, through flight test records, that the aircraft meets the light-sport aircraft (LSA) definition. The FAA is not going to do any special testing or inspection to document whether an amateur-built aircraft meets the LSA definition or not. It will be up to the builder/pilot to document this. Remember that it is the pilot's responsibility to assure that he/she is flying an aircraft that meets the definition, so if the aircraft you design and build appears to be close to the limits, it might be wise to have a private pilot (or higher) do the initial flight testing, at least to the point that the basic performance numbers are verified and recorded, so as to assure that the sport pilot is not operating an aircraft that does not fit the LSA definition. Hope this helps! Let me know if you have further questions. Joe Norris EAA Aviation Services EAA Aviation Center, Oshkosh, WI 888-322-4636, extension 6806 jnor...@eaa.org
KR> LSA mechanic rules
"Or to put it simply, the new rules don't apply to KRs." Wes, If the KR is built strictly to plans I agree it won't qualify as an LSA, but very few are built to plans. I am planning to build my version of a KR2S single place, very light, and have a longer wing. I have no doubt it will meet the LSA standards. I can choose to call it a KR or a KFliver or whatever. Much of the rule refers to kits and factory manufactured aircraft, but I believe the rules also apply to "one-off originals". Here is a quote from the EAA website: "Experimental amateur-built aircraft that meet the definition of an LSA can be flown by sport pilots or those holding higher pilot certificates." I would appreciate comments from others who have read the rules. Dick H
KR> LSA rules
Rick, Thanks for the LSA info. Dick H
KR> LSA rules per Part21
"b.. Aircraft meeting the above specifications, such as a Piper J-2 or J-3, Aeronca Champ, or early model Taylorcraft, may be flown by sport pilots." Colin, The above statement that you quoted probably says it all. To be operated by a Sport Pilot, an aircraft does not have to be designated as an ELSA or LSA as long as it meets the various requirements of weight, simplicity and performance.so I guess it is in writing. A builder who modifies a plans built plane during the original manufacturing process is not modifying an existing aircraft--he is building a new aircraft. The ELSA and LSA classification designations appear to be for production aircraft and factory produced kits. The aircraft that qualify to be flown by a Sport Pilot seem to be another issue. Example: A Piper J3 in its original configuration is not a LSA aircraft, but it can be flown by a Sport Pilot. I have submitted questions to the FAA and EAA and in the meantime continue planning for the "Flying Hershey Bar KR2S-1"..and I will continue to use "seem to", "appear to" and "probably" a lot when writing on this subject. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Wax em
Modeling clay would also work. Wax is difficult to see and can get in the wrong place without you noticing and possibly ruin the bond. Dick Hartwig
KR> 1835 For Sale
MOFOCO is a VW parts retailer and engine rebuilder located in Milwaukee--they do not claim to be a builder of aircraft engines. I do not have the utmost confidence in them. If you want to hear the story contact me directly. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Non KR--Challenger I
I would like to hear from anyone who has experience flying the Challenger I Ultralight. Please respond off list to my e-mail address. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Tapering Outboard Spars
Would-be-builders, don't despair, it is not necessary to spend a lot of money on saw blades or table saw. When I built my KR2 airframe in about 1974 I did not have a table saw. I built what amounted to a small box out of particle board, screwed a used Skil circular saw to the inside of what would become the top and plunged the blade through. The blade was a 7 1/4" Sears hollow ground cabinet blade (not a carbide blade). This blade is very cheap, cuts a surface as smooth as a planer and you can rip all of the spruce for a KR2 without sharpening (A few years later I used the same blade in a table saw, without sharpening, to cut all of the rib caps and fuselage material for a Pietenpol.) The fence was a straight board clamped to the top. My taper sled was a straight board with a block attached to each end. A nail was driven through the block and into the end grain of the spar material. The result was a good glue surface on a very accurately cut spar cap. You can spend a lot of time and money on tooling that you only need once--better to spend both on the actual construction of the airplane. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Mogas and fibre glass
I have a tank from a Flaglor Scooter that was built in 1975 with West System (called Gougeon at the time) epoxy and fiberglass with no sloshing compound. It is two layers of 10 0z boat cloth and is very light. It has never leaked in the 25 plus years and the inside surface shows no degradation. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Shrink fit prop hub on VW's?
>Can any one tell me if you must heat shrink fit the prop hub on?< Darren, What kind/make of prop hub do you have? If it is a Great Plains shrink fit I would call Steve to see if it would be possible to have it pressed on prior to engine assembly. BUT--it has been a long time since I have done this so, guys, correct me if I am wrong--You only heat the hub to 450 degrees and it cools off very rapidly as you drive it onto the cold crank. I doubt if there is enough heat left to do any damage to the oil seal. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Nitril Gloves-chemicals
I bought nitril gloves at Harbor Freight. Your local drug store (or medical supply) is another source. Nitril gloves are generally more resistant to solvents, but prolonged exposure to most chemical solvents will attack them. Never trust your nose to tell you if something is toxic. Example: Polyester resin smells awful, but it is not nearly as reactive/toxic to most people as epoxy. Care should be taken to keep any chemical solvent off of your skin. I don't mean to take all of the fun out of building a plane, but you should wear gloves AND barrier cream and keep exposure to a minimum AND wear a respirator when dealing with solvents and epoxy . These items constitute very cheap health insurance. Your body won't detect the damage until it is too late. Years of home aircraft building using butyrate and nitrate dope killed a friend of mine. They first thought that he had leukemia, but later found that his bone marrow was destroyed by aircraft dope. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Sport Pilot
If you have an interest in the Sport Pilot rule or in the rights of sport flying in general, please go to this EAA site and sign this petition to ask the OMB to release the proposed SPORT PILOT AND LIGHT SPORT AIRCRAFT RULEMAKING PACKAGE FOR PUBLICATION AS FINAL REGULATIONS. http://www.eaa.org/govt/petition.asp Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Sport Pilot
Chuck, I will admit that I have not downloaded and read all 2704 comments on the FAA site, but as suggested I have re-read the proposed rule. Your argument pointing out problems with "Sport Pilot" is well stated, but you don't mention the time and money it would take to initiate your alternatives. There are many of us who would like to be able to take our wives/friend to a fly-in breakfast a couple of times a month--and maybe spend a nice quiet Saturday morning visiting small airports around the state. There are a lot of people who: --Do not have the $5000+ dollars (OK--I haven't priced it lately.) to get a Private Ticket. --Cannot take a passenger in their ultralight. --Have medical conditions which make them ineligible for medical certification, but have nothing to do with safety in a "Sport Aircraft". Dick Hartwig
KR> Dynel
Steve, I had one of the first sets of plans for the KR-2 and ordered the Dynel. It was very easy to work with and formed well to compound curves. When used on the bias (45%angle) it would conform to a tighter corner than fiberglass. It did fuzz up when the epoxy was applied, but I think it did sand out OK. The big problem with it is weight--it absorbs a lot of epoxy--much more than does fiberglass. I do not know how a dynel/ epoxy structure compares in strength to fiberglass/epoxy, but I will guar-awn-tee the dynel structure will be heavier. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> Dynel/Ken's KR
Larry, I think you have solved the performance mystery! Dick H I do not know how a dynel/ epoxy >structure compares in strength to fiberglass/epoxy, but I will >guar-awn-tee the dynel structure will be heavier. >Dick Hartwig So how did Ken build a 480 pound KR2? Was he using the same scales that measured the 180mph cruise, the 350 feet T.O. and 900 feet landing distance ? :-) Larry Flesner
KR> Sport Pilot
The following is from the EAA website, http://www.sportpilot.org/ " 03/25/04 - FAA TEMPORARILY RETRACTS SPORT PILOT PROPOSAL Action Allows FAA to Answer OMB Questions March 25, 2004 - FAA Administrator Marion Blakey ordered an administrative move on Wednesday, March 24, that keeps the sport pilot/light-sport aircraft rule on track for final approval this spring. She withdrew the proposal from the Office of Management and Budget (OMB) to answer several final questions about the rulemaking package. That maneuver saves the rule from facing a potential significant delay in its approval. By bringing the proposal back to FAA, Blakey can address OMB's questions in the most expeditious manner and return it quickly for final approval. FAA will return the rulemaking package directly to OMB without another complete review by the Department of Transportation. March 24 marked the end of OMB's 90-day review period. Had FAA not retracted the rule, OMB could have rejected it, severely delaying issuance of a final rule. While expressing disappointment in the 11th-hour development, EAA President Tom Poberezny commended FAA's decision and acknowledged it as the best way for the agency to address OMB's questions and secure a final rule as quickly as possible. "This is a temporary timing setback," he said. "EAA continues to champion and support the sport pilot/light-sport aircraft rule, as evidenced by the considerable resources we've dedicated to developing programs and services for our members, including the introduction this week of EAA Sport Pilot & Light-Sport Aircraft magazine." Poberezny also noted an upcoming announcement regarding a major sport pilot and instructor training program. FAA officials confirmed to EAA that answering OMB's questions about the proposed rule is a top priority." I guess we can only hope, Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> KR2 Purchase
I believe the rule states that as long as 51% of the plane is built by amateurs it can get experimental certification (even if the person making application had only done 10% percent of the work.) That person would probably not be able to prove he/she had done enough work to get the mechanics certificate. Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR> KR2 Purchase
Larry, You are correct, 51% is not in the regs. 51% is just the "rule" the FAA uses for judging if a kit qualifies for homebuilt status. Just trying to make the point that the person who finishes and gets an experimental aircraft certified does not have to do more than half the work. Dick Hartwig Waunakee, WI rhartwi...@juno.com >As a note: No where in the regs does it say anything about having built a >specific percentage, the word or symbol for percent, does not exists in the >regs. >Larry A Capps >Naperville, IL
KR>Gatherings
The Sport Aviation Association fly-in at Urbana, IL on June 11-13 would be another event for KR's to attend. Most of the planes are tube/wood and rag, but fiberglass is not verboten--In fact, Ron Scott gave a forum last year on his "Ironsides" which is a wood and fiberglass original design high wing. The SAA is an organization started by Paul Poberezny and a few friends and is dedicated to low cost, grassroots flying. The fly-in has no commercial booths. You can learn more about it at-- http://www.sportaviation.org/ Dick Hartwig Waunakee, WI rhartwi...@juno.com
KR>KR Plans
Dave, I ordered KR2S plans by mail from Rand-Robinson last month. They arrived two weeks later. You can get the prices and snail mail address from their website: http://www.fly-kr.com/ >does anyone have a spare set of plans and manual they want to sell (in good shape) trying >to get a hold of rand is impossible
KR>Hershey Bar wing
I am designing (stealing ideas) for a plane using KR construction that would fit within the Sport Pilot rules. It will be single place, Hershey Bar wing, Diehl gear. I am trying to keep it as simple as possible, so it will be VFR with only basic gauges and probably open cockpit to begin with. I know this goes counter to what most are trying to achieve--better performance, but this is the beauty of the KR construction--you can make the plane fit your needs. I purchased KR2S plans and they will be my guide. I would like to talk to people who are flying KR's with straight planform wings--what airfoil did you use and what are the stall and cruise numbers. Dick Hartwig rhartwi...@juno.com
