At 08:20 AM 3/18/2006, you 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. >JR ++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
The only airspeed "limitations" I'm aware of for the KR2, as mentioned in the plans, is the 200mph VNE. I have a "one of a kind" speed brake that I have, and usually do, deploy at 110mph indicated and as of yet have not had it leave the aircraft. I've set that as my speed limit on deployment. My ASI seems to be dead on at most airspeeds. What other limitations do I need to determine and how do I go about it? Keep in mind that my KR is a 24 inch stretch with all standard tail volume, 8 inch shorter than plans wing, heavier than most at 765 empty, CG mid range for most flights, one of a kind canopy and turtle deck shape, etc. When the air gets rough I slow down and when I get heavy in the seat I quit pulling back on the stick. I keep the indicated airspeed above the indicated stall when close to the ground and pull back on the stick on takeoff when it feels like it wants to fly. I've not flown my KR near any limits except maybe the 200mph VNE on a high speed pass with Mark L. . I'll admit to not having done a great job of flight testing and most of the operating numbers are in my head but then I'm the only one who has ever flown my KR. I suspect that's the case with most KR's. I hope my next 200 hours are as enjoyable as the first 200. This is not a flame but just my opinion of what I suspect to be reality in the world of home built aircraft, right or wrong. Larry Flesner
