>In particular, I have been trying to find out answers to the following two >questions. >(1) What tools will I need to buy in order to build the KR-2S kit? I have >none at present. ===========================
There will be many opinions on that. My opinion, either a table saw or radial arm saw, a small drill press, hand drill, wood clamps, wrenches, small belt sander, random orbital sander, and misc other hand tools. =========================================== >(2) When the spruce and plywood kits arrive, how much fabrication is >involved? Do I have to cut out each piece, or are they prefabricated? ============================================= You will know the pleasure of building a KR. You cut every piece. ========================================== >(3) I have never worked with glass-fibre before - is it difficult? ============================= Neither had I. It's not difficult but is another skill you will have to learn. There is plenty of info available to help you out. ================================ >(4) How good/accurate/comprehensive are the plans? =============================== Not very but the information is there for you to complete the airplane as has been proven by hundreds of builders. If you are the type person that needs instructions like "place bolt A in hole B and install nut C and torque to X foot pounds" I'd suggest you look at something other than the KR. ==================================== >(5) Is this a one-man job? Or will I need to recruit help from my >wife/friends? ================================== >From my experience I'd say 80 to 90 percent is a "one man" job. Several task will require the help of a second person and when you want to turn the KR upside down or back upright you will need probably 3 or 4 friends. Some on the net have devised ways of eliminating that need with special jigs. =================================== >And finally, some questions regarding the flying characteristics of the >plane itself. >(6) How 'docile' is the tail-dragger version? I know that the Sonex is >really easy to land and manage on the ground, and the view while taxying >isn't too bad. What about the KR-2 ====================================== My opinion: The KR lands very well. Ground handling is subject to interpretation based on pilot skills. Like any taildragger you have to fly the airplane when the wheels are on the ground. When I started taxi testing my KR I had a total of 13 hours taildragger time over a 30 year period. I now have 73 hours on the KR without damage. That's not to say there haven't been some exciting moments on takeoff and landing. My KR has never failed to respond to a control input during landing or takeoff. The key is knowing when, how much, and which way to move the controls. =================================== >(7) The Sonex is capable of 'recreational' aerobatics - which is all I'm >really interested in doing. Is the KR-2 similarly capable? ================================== I''ve seen KR's do loops and rolls. That will be pretty much dependant on pilot skills. The one problem I see is lack of cockpit room to wear a parachute to make it legal and safe. ================================== >(8) Finally, how well does the KR-2 fly 'hands-off'? The Sonex is a real >handful, and has to be paid constant attention, since it is extremely >pitch-sensitive. What is the KR-2 like? ========================================= IT DOESN'T. Probably much like the Sonex. If you want something that flies like a Cessna I'd suggest something like the Zenair 601. My KR will fly hands-off for maybe 5 or 10 seconds in "perfectly" smooth air. That said , my KR is stable in flight. I'm not having to fight the controls but the controls are very light and require very little movement to fly. I like the way I can roll into a turn without the need for rudder and the KR tracks the turn with nearly zero need for pitch input. I can watch a point on the ground and complete the turn at the same altitude I started. One thing about the KR because of it's size is that additional weight (passanger/fuel) affects the performance noticably. Fly a C-172 solo and then add a passanger and you hardly notice the difference. You will notice in a KR. It might easily cut your climb rate by 1/3. Of course, if you started with 1000 fpm you still have nearly 700 fpm (totally dependent on power) and that's better than a C-150 given the same conditions. I'm sure you'll get conflicting opinions. You'll just have to sort it all out and make your own decission. Larry Flesner
