At 09:31 AM 6/12/2014, you wrote: >Gross weight per the FAA guidelines is 1146 pounds. +++++++++++++++++++++++++++++++++++++++++++++
Gross weight for YOUR KR is anything you want it to be and is set by the builder. I certified my KR at 1300 or 1350, I don't recall. The 170 pound passenger weight was an arbitrary number picked by the FAA years ago to represent an "average" passenger. We all know how out of date that is unless of course you're Mark Langford. Whatever gross weight you chose, it has to be positioned so the center of mass falls within the CG envelope established by the designer. The higher the gross weight, the less G loading the structure will handle. The "design" G rating for the "standard" KR is 7 G's at 800 pounds. My wing and fuselage structure is basically stock KR but at 1300 pounds I could expect a "designed" G rating of only 4.3 G's, and all that weight has to be distributed so the CG still falls within the designed CG envelope. Whether a tri-gear sets on it's tail or not when loading is of no consequence when flying. That is totally the result of gear geometry. It's the aircraft CG that is CRITICAL for flight. The gear on any aircraft is placed so that, when loaded for flight, it can be easily rotated for flight in the takeoff and landing mode. The main gear on a conventional gear aircraft could be placed further forward to allow heaver braking on landing for example. The Challenger Light Sport aircraft, a tri-gear, sets on it's tail without a pilot on board. The main gear is placed so it is more balanced when loaded for flight. As with any compromise, there are reasonable limits. When doing your W&B, measure accurately and use good scales. W&B goes hand in hand with structural integrity as the most important items on any aircraft. Make sure you understand both of these areas well or seek out someone that can help you. Larry Flesner
