The very first thing I would do is get the lead out and put some spacers under the engine mount to move it forward. You may have to extend the cowl, but that is not that hard to do.
I would never fly a KR near the aft CG limit, particularly not the first flight for someone without a lot of KR experience. You should cross out the aft CG limit shown in the plans and move it two inches forward. Anyone that has flown a KR, particularly a heavy one, knows that the aft limit in the plans is way too aft. Brian Kraut Engineering Alternatives, Inc. www.engalt.com -----Original Message----- From: krnet-bounces+brian.kraut=engalt....@mylist.net [mailto:krnet-bounces+brian.kraut=engalt....@mylist.net]On Behalf Of bryanben...@comcast.net Sent: Wednesday, June 16, 2004 3:56 PM To: KRnet Subject: KR> Load limits What are load limits (service load and ultimate load) for the KR-2? I inherited a 95% complete KR-2 from a deceased member of our EAA chapter. The aircraft already had an airworthiness inspection; it was taxied but not flown prior to his demise. The problem is that it is substantially over weight (in excess of 700# empty); unfortunately, I had to add 22# lead to get the CG inside the aft limit (making it a lead sled in more ways than one.) At a full fuel weight (limited to one occupant) of around 1050#, I was wondering if the KR-2 is up to the task structurally. Any additional info would be greatly appreciated. _______________________________________ to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
