Wayne,
Keep in mind that P-factor is not the only response the aircraft will have. It
sounds to me that what you are experiencing is what used to happen to alot of
the WWII pilots when they went from low power J3 cub trainers, to Mustangs, and
Corsairs. They did fine when starting their takeoff roll, with full power
applied, until they raised the tail. Then the spinning blade became gyroscope
and precession kicked in causing them to uncontrollably ground loop. These
aircraft actually had to begin their takeoff roll with half power applied, and
as they acquired rudder authority, then apply full power. Tri-cycle gear
aircraft do not experience this due to the fact that they are already somewhat
level when full power is applied, and the CG is between the nose wheel and the
mains, allowing much better directional control until the rudder becomes
effective. Since the aircraft mass is very light, Newton's Law says that very
little force is required to deflect the aircraft into a new direction.
Although the design may have effective rudder control in flight, during takeoff
roll the engine torque, P-factor, and precession will challenge you to master
it. The gyro of the blade reacts 90 degrees in the direction of rotation, from
the force applied. This would be the same reactionary problem of directional
control that one of the other KR drivers was having while performing high speed
taxi tests. Due to the precession response of the aircraft, and the fact that
the CG is behind the mains, but close to them, directional control can be
touchy. I suggest some part throttle takeoff rolls, that are followed by a
smooth application of power as rudder authority is gained. It might not be a
short field, STOL takeoff, but it will be in control with room to spare. I
fully intend to transition into my KR2 this way. I have flown some high
performance tricycle gear aircraft that will almost ground loop, due to just
P-factor and torque.
Good luck!
Colin & Bev Rainey KR2(td)
crain...@cfl.rr.com
Sanford, Florida
FLY SAFE!!!!
