Re: KR> Wunderbird

[Patrick Panzera via KRnet]

Very nice! Thanks for sharing!!!

Pat

On Tue, Apr 7, 2020 at 11:42 AM mark jones via KRnet 
wrote:

> Hello all... I hope this finds you all well and healthy. I have been
> getting a lot done on WunderBird and have posted a few pictures for ya'll.
> Follow this link and scroll to the bottom of the page.
> http://flykr2s.com/WunderBird.html
>
>
> Mark Jones
> Oldsmar, FL
>
> WunderBird N771MJ
> flyk...@gmail.com
> www.flykr2s.com
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KR> 3000cc Corvair Engine "Kit" For Sale $7,500 · Hanford, CA

[Patrick Panzera via KRnet]

A good start on all the parts you need to build a 115HP@3300 RPM Corvair
engine for Experimental aviation, with none of the scrounging around
finding junk engines, cleaning them up, figuring out what's good and what's
bad, etc.

Click this link to get to the photos:
https://www.facebook.com/pg/CorvAIRCRAFT/photos/?tab=album&album_id=2766645106747013


You'll need to buy a William Wynne manual to finish building this engine.
http://shop.flycorvair.com/product/conversion-manual/

and
you'll still need to buy some parts such as a propeller hub, oil filter
attachment, push rods, gasket kit, intake manifold, starter and ring gear,
alternator and drive pulley, and maybe some other bits of this and that to
make it complete.

Each image has a description, a retail price, and a URL to the website from
where we got the description and price.

All these parts retail for a total of almost $8,700 NOT INCLUDING sales tax
and shipping, and core charges.

Asking $7,500, plus shipping, a savings of well over $1,200, but no
reasonable offer will be refused.

Click this link to get to the photos:
https://www.facebook.com/pg/CorvAIRCRAFT/photos/?tab=album&album_id=2766645106747013


Thanks!

Pat
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KR> Corvair project and O-235 available

[Patrick Panzera via KRnet]

I have a 3000cc Corvair engine partial kit available:
https://fresno.craigslist.org/avo/7120338240.html

...and a whole Grumman with a 500 hour O-235 rebuilt at Lycon with full
instruments and radios that I'll sell all or just the engine of you need:
https://fresno.craigslist.org/avo/7120327307.html

Pat
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Re: KR> Electric_Technical Report Idea

[Patrick Panzera via KRnet]

I too am interested in a copy!

Thanks!

Pat

On Mon, Jun 15, 2020 at 9:38 AM Patrick Russo via KRnet <
krnet@list.krnet.org> wrote:

> Will eagerly await a copy and thank you!
>
> patrickeru...@gmail.com
>
>
>
> Sent from Mail  for
> Windows 10
>
>
>
> *From: *Samuel Spanovich via KRnet 
> *Sent: *Monday, June 15, 2020 2:58 AM
> *To: *krnet@list.krnet.org
> *Cc: *Samuel Spanovich 
> *Subject: *KR> Electric_Technical Report Idea
>
>
>
> As some of you probably know by now, I love geeking out and researching
> many things KR related (although sometimes I feel I can’t make “actual”
> repairs and modifications to save my life).
>
>
>
> That said, this topic is very interesting to me, and I will certainly do
> my part and research what I can to see what kind of performance the KR2S
> could (theoretically) achieve with an all-electric powerplant.
>
>
>
> This next week at work will be relatively low-key, and N6399U is down for
> the time being due to alternator issues and also me awaiting a new exhaust
> from Revmaster.  That gives me an excuse to take what free time I have this
> week, and look into this all electric setup.
>
>
>
> I haven’t written an Engineering-type Technical Report since college, but
> I’ll try to put something together this upcoming week (hopefully having it
> finished by next weekend, or the following), discussing a possible
> drivetrain setup, and also the theoretical performance the plane could
> achieve.
>
>
>
> For those that are curious, and want a copy of the report, send me your
> email, and I will get it to you when I’m finished.  Due to the shear size
> of the document, and the need for pictures/charts, I will probably not post
> it directly to the Net.
>
>
>
> I will always love our beloved petrol engines as the soul powerplants for
> this aircraft, however there is something about the thought of an
> all-electric KR that I find particularly appealing.  After upgrading the
> engine in N6399U, my plane now has just about everything I could ask for in
> terms of performance.  Because of that I have shy’d away from the idea of
> ever building my own one day, and just sticking with what I’ve got.
> However, after thinking about this all-electric concept, it’s made me
> reconsider building one day, and ultimately making this concept become a
> reality.
>
>
>
> What’s even more exciting, to me anyways, is this could ultimately turn
> into a group effort (similar to how the AS504X airfoil was when it was in
> development) and maybe one day, we could proudly present the world’s first
> “Next Generation”, All-Electric KR2S.
>
>
>
> V/R
>
>
>
> Sam Spanovich
>
> N6399U
>
> 74S, Anacortes WA
>
> ___
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Re: KR> KR Gathering/Oshkosh X

[Patrick Panzera via KRnet]

FWIW, the Dragonfly and Quickie people are going forward with their
annual gathering.
KR's share the same VW heritage and would certainly be welcomed. Steve
Bennett used to join us in his KR1.
Mark Langford has joined us as well (once for sure, maybe twice?), but he
drove his VW as his KR2 was still under construction.

https://fieldofdreamsreunion.weebly.com/

Woodring Airport in Enid, OK Sep 18-20

Pat



On Wed, Jul 15, 2020 at 6:11 PM larry howell via KRnet 
wrote:

> Well as we all know Oshkosh and the KR Gathering were X ed out for this
> year but there is a Glimmer of Hope that I’m going to grab a hold of!!
> I talked to Chris Collins at MountVernon, Illinois airport home of past KR
> Gatherings airport that Larry Flesner ramrodded for 20 years or so. Chris
> is forging ahead with his LightSport Expo in September that he has held for
> several years. He said to tell all hello and is inviting us all to come and
> join them!
> The dates are September 10,11,12th.
> If your interested get your camping gear ready or make motel reservations.
> My wife Gwen and I are planning to be there. If any of you need a flyin
> function to sooth your soul I recommend you make plans to attend. The KR
> Group can have impromptu meetings amongst ourselves and enjoy the company
> if interested.
> Thought I’d give you guys a heads up to plan if your interested at all!!
>
> Larry H
>
>
>
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Re: KR> PNW Mini FlyIn #2

[Patrick Panzera via KRnet]

I believe he meant FLOWN not blown.

Pat


On Mon, Aug 31, 2020 at 12:30 PM Dr. Feng Hsu via KRnet <
krnet@list.krnet.org> wrote:

> Thanks Randall for the encouraging words! Just curious, what did you mean
> by "blown six KRs"? Did you mean that you fixed or destroyed six KRs?!
>
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Re: KR> quiet out there

[Patrick Panzera via KRnet]

The weights should be nearly identical.

The questions then remain, will the prop station be similar and will the
location of the center of gravity be similar enough between engines to not
adversely affect CG of the plane.

Seat of the pants tells me it should work without much difficulty.
Consider too that the Corvair works well in the KR-2S and it weighs at
least 60-80 pounds more than both the Revmaster and Jabiru - so I'm
thinking it should be okay.

But then there are issues with the 3300 Jabiru.
https://www.pilotsofamerica.com/community/threads/jabiru-3300-reliability.88387/
https://www.casa.gov.au/file/169776/download?token=BcnNQEBY

Pat

On Wed, Sep 16, 2020 at 6:19 PM Dr. Feng Hsu via KRnet 
wrote:

> I was wondering if anyone knows the weight of a Revmaster2100D engine? I am
> thinking of replacing it with a Jabiru 3100 engine (believe its 120hp?),
> and want to know the trade offs, in terms of gaining empty weight and horse
> power (lift)...?
>
> Stay safe & fly high!
>
> Dr. Hsu
>
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Re: KR> quiet out there

[Patrick Panzera via KRnet]

You can't go wrong with a Revmaster R-2300. It's a direct bolt-in
replacement, you can have it swapped out in a day, no new engine mount, no
mods to the cowl or firewall, but you'll need a new prop to manage the
power increase.

Keep the Ellison, put the Revflow on the engine you have and sell it, with
the prop, to help offset your cost of the upgrade.

Pat

On Wed, Sep 16, 2020, 10:13 PM Dr. Feng Hsu  wrote:

> Thanks Luis. So I guess the engine weight with oil (assume 5 qt) would be
> no more than 175 lb, perhaps...The weight to power ratio is not as good as
> I thought it would be on this WV engine. Am wondering what's the best
> engine on the market that is reliable and has the best weight to power
> ratio?
>
> Dr. Hsu
>
> On Wed, Sep 16, 2020, 9:59 PM Luis Claudio 
> wrote:
>
>> The weight of the Revmaster 2100D dry as published is 165lbs.
>> That is the published weight from my engine manual from Revmaster
>>
>> Luis R Claudio, KR2S N8981S Dallas, Texas
>>
>> On Wednesday, September 16, 2020, 09:43:05 PM CDT, Dr. Feng Hsu via KRnet
>>  wrote:
>>
>>
>> Thanks Pat for the insights about the Jabiru engine. I looked through the
>> various posts regarding the reliability issue of the engine, I would
>> probably pass up on my thinking about the Jabiru engine Two cases of
>> lossing props in flight, it is a bit too much to trust on the engine
>> performances. Not sure if the issues are only on the J3300 model or it's a
>> systemic problem? The engine I was thinking about is the J3100 model
>> though...
>>
>> Dr. Hsu
>>
>> On Wed, Sep 16, 2020, 9:21 PM Patrick Panzera > >
>> wrote:
>>
>> > The weights should be nearly identical.
>> >
>> > The questions then remain, will the prop station be similar and will the
>> > location of the center of gravity be similar enough between engines to
>> not
>> > adversely affect CG of the plane.
>> >
>> > Seat of the pants tells me it should work without much difficulty.
>> > Consider too that the Corvair works well in the KR-2S and it weighs at
>> > least 60-80 pounds more than both the Revmaster and Jabiru - so I'm
>> > thinking it should be okay.
>> >
>> > But then there are issues with the 3300 Jabiru.
>> >
>> >
>> https://www.pilotsofamerica.com/community/threads/jabiru-3300-reliability.88387/
>> > https://www.casa.gov.au/file/169776/download?token=BcnNQEBY
>> >
>> > Pat
>> >
>> > On Wed, Sep 16, 2020 at 6:19 PM Dr. Feng Hsu via KRnet <
>> > krnet@list.krnet.org> wrote:
>> >
>> >> I was wondering if anyone knows the weight of a Revmaster2100D engine?
>> I
>> >> am
>> >> thinking of replacing it with a Jabiru 3100 engine (believe its
>> 120hp?),
>> >> and want to know the trade offs, in terms of gaining empty weight and
>> >> horse
>> >> power (lift)...?
>> >>
>> >> Stay safe & fly high!
>> >>
>> >> Dr. Hsu
>> >>
>> >
>> ___
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>> krnet@list.krnet.org/.
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Re: KR> quiet out there

[Patrick Panzera via KRnet]

On Wed, Sep 16, 2020, 10:55 PM Dr. Feng Hsu  wrote:

> Are you saying the RV2300 has more power (at 85hp?) but more or less the
> same weight as the RV2100, right?
>

The R-2300 is a few pounds heavier, but big picture it's negligible.

What's the cost for that?
>

Almost $10,000

Are there any used 2300 engine out there?
>

None that I'm aware of. If I knew of one, I would have bought it already.
:)

Pat

>
> Thanks,
>
> Dr. Hsu
>
> On Thu, Sep 17, 2020, 12:42 AM Patrick Panzera 
> wrote:
>
>> You can't go wrong with a Revmaster R-2300. It's a direct bolt-in
>> replacement, you can have it swapped out in a day, no new engine mount, no
>> mods to the cowl or firewall, but you'll need a new prop to manage the
>> power increase.
>>
>> Keep the Ellison, put the Revflow on the engine you have and sell it,
>> with the prop, to help offset your cost of the upgrade.
>>
>> Pat
>>
>> On Wed, Sep 16, 2020, 10:13 PM Dr. Feng Hsu  wrote:
>>
>>> Thanks Luis. So I guess the engine weight with oil (assume 5 qt) would
>>> be no more than 175 lb, perhaps...The weight to power ratio is not as good
>>> as I thought it would be on this WV engine. Am wondering what's the best
>>> engine on the market that is reliable and has the best weight to power
>>> ratio?
>>>
>>> Dr. Hsu
>>>
>>> On Wed, Sep 16, 2020, 9:59 PM Luis Claudio 
>>> wrote:
>>>
 The weight of the Revmaster 2100D dry as published is 165lbs.
 That is the published weight from my engine manual from Revmaster

 Luis R Claudio, KR2S N8981S Dallas, Texas

 On Wednesday, September 16, 2020, 09:43:05 PM CDT, Dr. Feng Hsu via
 KRnet  wrote:


 Thanks Pat for the insights about the Jabiru engine. I looked through
 the
 various posts regarding the reliability issue of the engine, I would
 probably pass up on my thinking about the Jabiru engine Two cases of
 lossing props in flight, it is a bit too much to trust on the engine
 performances. Not sure if the issues are only on the J3300 model or
 it's a
 systemic problem? The engine I was thinking about is the J3100 model
 though...

 Dr. Hsu

 On Wed, Sep 16, 2020, 9:21 PM Patrick Panzera <
 edi...@contactmagazine.com>
 wrote:

 > The weights should be nearly identical.
 >
 > The questions then remain, will the prop station be similar and will
 the
 > location of the center of gravity be similar enough between engines
 to not
 > adversely affect CG of the plane.
 >
 > Seat of the pants tells me it should work without much difficulty.
 > Consider too that the Corvair works well in the KR-2S and it weighs at
 > least 60-80 pounds more than both the Revmaster and Jabiru - so I'm
 > thinking it should be okay.
 >
 > But then there are issues with the 3300 Jabiru.
 >
 >
 https://www.pilotsofamerica.com/community/threads/jabiru-3300-reliability.88387/
 > https://www.casa.gov.au/file/169776/download?token=BcnNQEBY
 >
 > Pat
 >
 > On Wed, Sep 16, 2020 at 6:19 PM Dr. Feng Hsu via KRnet <
 > krnet@list.krnet.org> wrote:
 >
 >> I was wondering if anyone knows the weight of a Revmaster2100D
 engine? I
 >> am
 >> thinking of replacing it with a Jabiru 3100 engine (believe its
 120hp?),
 >> and want to know the trade offs, in terms of gaining empty weight and
 >> horse
 >> power (lift)...?
 >>
 >> Stay safe & fly high!
 >>
 >> Dr. Hsu
 >>
 >
 ___
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>>>
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Re: KR> Sport aviation article

[Patrick Panzera via KRnet]

Ditto on the bravo!

Thank you Larry!

Pat


On Wed, Nov 25, 2020 at 4:07 PM Jeff York via KRnet 
wrote:

> Bravo Mr. Larry
>
> On Wed, Nov 25, 2020, 7:02 PM sparksfly2ms--- via KRnet <
> krnet@list.krnet.org> wrote:
>
> > Amen, Mr. Flesner.
> >
> >
> >
> >
> >
> >
> > Sent from Windows Mail
> >
> >
> >
> >
> >
> > From: Flesner via KRnet
> > Sent: ‎Wednesday‎, ‎November‎ ‎25‎, ‎2020 ‎3‎:‎54‎ ‎PM
> > To: Pete Klapp via KRnet
> > Cc: Flesner
> >
> >
> >
> >
> >
> >
> > I received my "on-line" copy of Sport Aviation today and briefly read
> > part of an article titled "Revolutionary Homebuilts".  I was
> > disappointed to again find the KR  a forgotten fact of history.  I
> > immediately posted a letter to the editor as I have copied below.
> >
> > Larry Flesner
> >
> >
> > To the Editor,
> >
> > Glancing through the latest on-line issue of Sport Aviation I stopped to
> > read a portion of the "Landmark Homebuilts" article.  I soon realized
> > that the lowly KR series was again the forgotten stepchild in homebuilt
> > aviation.  On page 81 Burt Rutan is credited with "revolutionary
> > thinking" when using surfboard technology of "foam and fiberglass
> > construction".  While Mr. Rutan is probably one of the most
> > "revolutionary designers" in the homebuilt arena,  he was not the first
> > to use "foam and fiberglass construction".  It seems to be a forgotten
> > fact of history that Ken Rand arrived at Oshkosh in 1972 with the KR 1
> > and two years later with the KR2, both using foam and fiberglass
> > construction. They both predated the VariEze, the KR1 by nearly 3
> > years.  Mr. Rutan didn't introduce composite construction to the
> > homebuilt community as stated in the article, Ken Rand and Stu Robinson
> > did with the KR design.  I seem to recall that the Lancair series
> > aircraft were designed by an early KR2 builder.  I guess it's not too
> > far out of line to say that everything "plastic" flying today is simply
> > a branch of the KR family tree.  It would be nice if Sport Aviation
> > could do an article on the KR aircraft and get with the First Lady of
> > the KR community, Jeanette Rand to capture the history of the design
> > before it is lost.
> >
> > Larry Flesner
> >
> > EAA member 356226
> >
> > KR builder and flyer
> >
> >
> > ___
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KR> KR Special CONTACT! Magazine issue

[Patrick Panzera via KRnet]

Friends,

With the recent talk about the Sport Aviation article not properly
crediting the KR for its contribution to homebuilding, I really got the
urge to dedicate a full issue of CONTACT! Magazine to nothing but KR
related information.

I've done this in the past with Sonex, scale P-51 homebuilts,the Corvair
engine, Corvair powered Zenith aircraft, Pietenpol aircraft, Revmaster
engines, Paul Lipps propellers, and the Cartercopter.
http://www.contactmagazine.com/backissu.html

Also here are some free to download versions of CONTACT! Magazine for those
who may not have ever seen one: https://issuu.com/contact.magazine

So what I need from you (if you're interested in helping) is several
articles about noteworthy KRs.

Optimally I'd like 3-5 articles, each having a different engine. CONTACT!
Magazine isn't an airplane engine magazine, although it has that
reputation. It's an experimental aviation magazine that's not interested in
cookie-cutter RVs with $10,000 paint jobs and crate certified engines. We
want to feature aircraft that are actually experimental - AND affordable.
The affordable part usually means an alternative to the expensive certified
engines and purpose-built experimental engines such as Rotax, UL, Jabiru,
etc.

So with that, I'd REALLY like if each plane we featured all had
different engines from each other.  Or if not a different engine, something
that makes the airframe different from the others. And I'm NOT opposed to
the tried and true O-200 or O-235, but it would be nice if there was
something special about the engine like maybe aftermarket fuel injection
and/or electronic ignition that we could feature in the article.

And I'm not looking for fluff pieces like flying to the bahamas with your
dog - while that's cool for sure, our magazine is more interested in nuts
and bolts than Fido.

I'd also appreciate someone creating an overview article, with the history
of the KR, including a bio on Ken Rands and the appropriate mention you
would have liked to have seen in the Sport Aviation article.

And unlike other publications, I'm super interested in projects, even if
they've yet to fly.

And there's no limit on word-count if it takes a bunch of words to properly
tell the story. But as a general guideline, a minimum of 1000-1200 words,
and maybe a maximum of 5000. But the sweet spot is around 3500 - with 5-15
photos.

And each article should have at least one air-to-air photo to be considered
for the cover, but that's NOT necessary. It would just be nice.

And PLEASE don't feel like you have a story to tell but can't write your
way out of a paper bag. We have people who can help you look good, without
removing your "voice." Just sit down and tell me your story, in an email.
I'll more than likely ask follow-up questions, and of course, I'll need
photos.

(I think I've used my quota of ands today)   :)

Best of all YOU get to see the final draft and APPROVE it before it goes to
print. I can't tell you how many times I've submitted articles to Sport
Aviation or KITPLANES and the first time I saw them in final draft was when
my issue arrived in my mailbox, and there was stuff WRONG that I could have
caught before being printed - if only they would have let me see it before
sending it to the printers.

So PLEASE send an article idea to me at edi...@contactmagazine.com and
let's see if we can't make an awesome CONTACT! Magazine issue
featuring nothing but Ken Rands contribution to Experimental Aviation!

And be sure to check out a couple of those aforementioned free back issues
so you can gauge how I like to present homebuilt aircraft, and the people
behind them.

Keep in mind as well that we're equally interested in reporting on
failures as much as successes. Our magazine is about EDUCATING the reader,
so if you tried a product or a service that failed you, we'd like to hear
about that too! Unlike the other magazines that are afraid to report on
that, we want to publish it - even if you just screwed up. If we can learn
from it, I want to publish it.

In Issue #57 http://www.contactmagazine.com/backissu.html (scroll down to
issue #57) Oscar Zuniga reported on the "new" wing design. I may publish
that article again in this proposed all-KR issue.

Thanks!

Pat
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Re: KR> KR Special CONTACT! Magazine issue

[Patrick Panzera via KRnet]

I don't have a firm deadline yet, but the photo deadline will be well after
the text deadline.

Pat

On Thu, Dec 31, 2020 at 1:01 PM Stef den Boer via KRnet <
krnet@list.krnet.org> wrote:

> I realy like the idea.
> what is the dead line for the artikel? I want to make A new air to air
> picture with me behind the stick instead my testpilot.
>
> stef
>
>
>
> Op 30 december 2020 om 22:59 schreef Flesner via KRnet <
> krnet@list.krnet.org>:
>
>
> On 12/30/2020 3:01 PM, Patrick Panzera via KRnet wrote:
>
> With the recent talk about the Sport Aviation article not properly
> crediting the KR for its contribution to homebuilding, I really got the
> urge to dedicate a full issue of CONTACT! Magazine to nothing but KR
> related information.
>
>
> ++
>
> AWESOME IDEA !
>
> That's going to be tough to include 50 years in to a single issue but
> you have three thumbs up from me to even attempt the task.  I hope
> you're able to cover the spectrum from the first light weight retract
> ships to the present day Oshkosh award winners like Roger's fabulous
> example to show the possibilities of such a simple design.  I also hope
> that some of the beautiful KR's from outside the USA make the cut.
> Maybe a short couple of paragraphs from Jeanette and maybe Dan Diehl
> would provide insight to the article.  Great possibilities in store.  I
> can see the headlines now. "50 YEARS AND COUNTING", or, "THE GRANDFATHER
> OF PLASTIC AIRPLANES".  Anyone have any idea if Stu Robinson is still
> with us and have  contact info?  He was 50% of the story.
>
> Larry Flesner
>
>
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Re: KR> Yes I fly again.

[Patrick Panzera via KRnet]

Dr Hsu,

As you advance through your flight training, your instructor should teach
you about trimming.
You don't trim for attitude, or weight and balance, you trim for airspeed.

And the main purpose for trimming is to relieve the stick pressure from the
pilot while in stable flight.
Every speed will cause a different pressure and a different trim setting -
if you have an adjustable trim system. If you don't have a trim system,
like some ultralites and gliders, you just deal with the pressure. It's
like driving a car that needs a front end alignment.

There's nothing wrong with the KR's W&B - it's not sensitive.
The issue here has nothing to do with W&B and everything to do with the
elevator balance being tail heavy in this individual airplane.

Your KR has an elegant solution to this "issue" (that all aircraft share) -
it has an in-flight adjustable trim tab.

Here's a GREAT article on W&B.
http://www.n56ml.com/wb/index.html
It's about Mark's KR2S, so your mileage may vary.

Pat

On Mon, Mar 30, 2020 at 10:25 AM Dr. Feng Hsu via KRnet <
krnet@list.krnet.org> wrote:

> Thanks Bob. It looks like the KR2 (given its light weight & compact design)
> is very sensitive on load and weight & balance ... Yes, I agree if the back
> pressure is quite dynamic wrt load/copilot weight etc, there is not much we
> can do except using innovative solutions, such as adding a spring or two on
> the elevator or ground adjustable trimtab... This would probably slash off
> your cruising speed for half a kt per hour giving the same rpm or fuel
> consumption rate, perhaps?
>
> Kindly,
>
> Dr. Hsulist.krnet.org 
>
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Re: KR> BRS chute

[Patrick Panzera via KRnet]

Adding to what Mark said, while you continue with your flight training  Dr.
Hsu, you will be taught how to land an aircraft without an engine, and how
important it is to continually have a landing site picked out throughout
every phase of every flight.

You are going to actually land the plane, multiple times, with the throttle
reduced to idle during your training, AND you are going to have the
throttle pulled at a time when you least expect it, even when you go for
your check ride.

Once this training is under your belt - and hopefully burned into your
brain - you shouldn't be considering a BRS, but instead hopefully you'll
continue to practice engine-out landings - so that WHEN it happens (not if)
you'll be read, and you'll get to use your plane again.

Also consider getting some glider time. EVERY glider landing is
engine-out.  :)

Pat

On Fri, Apr 3, 2020 at 10:44 AM Mark Langford via KRnet <
krnet@list.krnet.org> wrote:

> Dr. Hsu wrote:
>
>  > Also, I asked f anyone have tired or already installed BRS on your KR2?
> I
>  > can't believe no one has done that at all, considering so many safety
> risk
>  > factors associated with the design concept (competing design
> objectives or
>  > requirements...)?
>
> I think most KR folks would answer "too heavy, too expensive, and I'd
> rather glide it to the ground".  Having done more than my share of
> dead-stick landings in a KR, I can tell you that it normally works out
> pretty wellat least you are in control of the plane.  When you pull
> the handle on a chute, you have no idea where or what you will land on,
> and your plane will probably die in the process.  If you fly it all the
> way to the ground, chances are good that you can land on a runway, a
> road, or a field, and the plane lives to fly another day.  Structural
> failures are almost unheard of in KRs.it's usually the engine.  Why
> kill an airplane when it's the engine's fault?
>
> Mark Langford
> m...@n56ml.com
> http://www.n56ml.com
>
>
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Re: KR> BRS chute

[Patrick Panzera via KRnet]

On Fri, Apr 3, 2020 at 4:21 PM GARRY COWLES via KRnet 
wrote:

> Sundance Aviation in Moriarity N M has sail plane rides and lessons and
> they do not even get real mad if  u  accidentally deploy the spoilers when
> they tell u to release the tow cable
>

I won't ask how you know.  ;)

Pat
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