Listees: What started all of this was a 1979 plans set that I have that was an upgrade from a set I purchased in the mid 70's that stated that the KR2 had a stall of 42 and a maximum level flight speed of 150 mph with a 1600 cc engine. I have never liked the retract system of the original design from a reliability stand poit though its locking mechanics were an exercise in elegant simplicity. It also seemed reasonable that the 138 mph permitted sport plane maximum could readily be achieved by moving to fixed gear. This of course was just something that seemed logical and I never questioned the 42 mph stall as stated in the plans set that I had. Later in examining more recent performance specs I observed that the stall speed had been changed to 52 mph and began to investigate what went on here, it even has crossed my mind that it may well be nothing more than a simple typographical error in the plans set that I purchased so I set out to figure out what was going on here. I learned long ago that such discrepencies can lead to big problems if not dealt with.
This led me into uncharted waters and a process that has been most educational and I have leared a lot. It is also apparent to me that most KR builders on the KRnet built their craft before the "Sport Plane" catagory came into play or was even considered for that matter so there was very little need to even investigate the issue. I am certainly not an engineer in the area of aeronautics and do have a lot of ignorance in that area and what I do have is enough to be dangerous and a direct enough approach as to be irritating when I raise questions. Ihave about 350 hours total time and have had a engine failure in a laminar flow winged cardinal which I set down on a jeep trail half way between Palm Springs and the Colorado River in the So. CA desert. I was just looking to see if anyone else had looked into issues of leading edge slots as a means of decreasing stall speeds and issues iunvolved. I also was inqiring about wing spanchanges because I know that Ken Rand was working on a long winged version of the KR-1 he had designated the KR-1B. Don ------------------------------------------------------------------------ feg...@sbcglobal.net wrote: > I am surprised that a simple solution is always taken as an insult. > If you are not familiar with the procedure for establishing > airspeed limitations that GA uses, then dont take it > as an insult, just admit it and then find out how it is > done by the rest of aviation and stop guessing and probably get yourself and > others in a possible jam. > JR > SanFrancisco > > ----- Original Message ----- > From: "Mark Langford" <n5...@hiwaay.net> > To: "KRnet" <kr...@mylist.net> > Sent: Saturday, March 18, 2006 6:41 AM > Subject: Re: KR> Stalls @ gross weights > > > JR wrote: > > > >> When you are flying a general aviation aircraft you are > >> limited to the airspeed limitations in the aircraft operating > >> manual, which were calibrated for that particular aircraft. > >> Therefore, we should do the same. > > > > Well there's your answer then. Just pick up your KR2Sport Operator's > > Manual, read the stall speed, and make your calculations. So I stand > > corrected. Please disregard any comments from me, as I obviously did not > > realize how simple this really was. Sorry for wasting the bandwidth... > > > > Mark Langford, Huntsville, Alabama > > see KR2S project N56ML at http://home.hiwaay.net/~langford > > email to N56ML "at" hiwaay.net > > -------------------------------------------------------------- > > > > > > _______________________________________ > > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > > please see other KRnet info at http://www.krnet.org/info.html > > > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html
