Bill:

The maximum level flight speed at maximum continuous power can be easily 
controlled by engine and prop selection. The bigger problem is the 51 
mph(44kt.) max  permisable  stall speed without flaps.  With the KR2S wings and 
the RAF48 airfoil it looks like that limits the permissible gross weight  to 
887 pounds.  Since this is a function of  wing loading there is not much of a 
way around it.  I think it would be most difficult to meet the  stall 
requirements with the shorter wing span of the KR2 Std. wing because of the 
reduced wing area and higher wing loading. I do not know what the numbers might 
be for the AS alternative airfoil that some are using but it is tied to the 
lift coefficient of the airfoil and the wing area.  This is what I have found 
out from my investigation.  My conversation with the Kansas City FAA office on 
this issue is that if a plane complies with the requirements it qualifies.

I suspect that the prime reason that the KR2 was left off the list was the fact 
that it was designed as a retract gear craft.  Most people do not build the KRs 
that way because the gear was prone to collapse as many have written on this 
forum. 

Don Lively
Burlington IA
--------------------------------------------------------------------------------

----- Original Message ----- 
From: "GREG FISHER" <gfisher...@sbcglobal.net>
To: "KRnet" <kr...@mylist.net>
Sent: Friday, April 06, 2007 10:20 AM
Subject: Re: KR> LSA Question


Bill,

The KR may not met this requirement for LSA:

 Maximum speed in level flight with maximum continuous power (Vh)-138 mph (120 
knots)

It may be too fast.  If yours meets the requirements, the EAA has a 
Documentation package to convert ultralights to LSA.  You could start with that 
documentation package.

bhawk53...@aol.com wrote: When reviewing the documentation for my KR2 ( 2646D/ 
Serial;# 1073), the  
plane seems to meet the qualifications for LSA. 

Has anyone checked to see what is needed to be done for a plane with a  
current N number to be certified as a LSA?


Thanks

Bill Hawkins



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