What I am wondering is, if I raise the turtledeck and canopy, fairng in the
area between the front deck and canopy frame to streamline and be pleasing to
the eye, do I have to do anything to the rudder and horizontal stabilizer to
reflect the added 3-4 inches of height of the turtledeck?
I have spare mounts that I could use but that moves engine forward about 2
inches or a bit more. That would allow me to attach a Diehl case and starter.
The thing is of course the W+B will be way off. I was wondering if removing the
battery from the firewall and mounting it further back in the fuselage would be
the best way to try and get the W+B back in place. The other mod is also to
swap the header tank ( one large tank) for a small header tank and put tanks in
the stub wings as they are open currently, or into the wings themselves. I will
be doing the tank mod anyway to prevent the CG moving around as fuel is burned.
Bob Russell
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Bob,
I wouldn't worry about the taller canopy affecting airflow over the
tail. My KR is longer but I have a rather tall canopy and standard tail
surfaces, no problem. I seem to recall a rule of thumb that calls for 1
for 2, one foot of drop for 2 feet of length for the air to stay
attached. If I'm wrong on that someone correct me.
On the CG, if it is a standard KR, as I think you indicated in your
post, worry more about it being tail heavy. Wait till you're nearly
done to see if you need something as heavy as a battery moved. Moving
more fuel aft to the stub wings will move the CG more rearward. I put
all my fuel in the outer wing panels, long and narrow, just 10 inches
behind the forward spar. From 25 USG full to empty, my CG moves forward
1 inch. My CG change is not noticeable with fuel burn. The greater the
distance, forward or aft, fuel is from ideal CG the greater the CG will
change with fuel burn. If your stub wing tanks are between the spars
and hold considerable fuel you'll have to be careful of not being tail
heavy on takeoff and then being nose heavy on landing. The CG range of
the KR is not that great.
Marty Roberts had a header tank and wing tanks and would pump from the
wing tanks to the header in flight. On his way to the Rough River
Gathering in 1990 his pump failed and as he burned the header down the
KR kept getting more tail heavy. He indicated it was starting to get
worrisome by the time he arrived. Try to consider all the scenarios
when making changes.
For example: I have wing tanks only, no engine driven fuel pump, two
electric fuel pumps. What happens if I lose my electrical buss? Glide
mode. I installed a small 4 AH backup battery, separate switches, ckt
breaker, etc. and it saved my bacon at 10 hours in to testing. A flip
of the switch kept the engine running.
Larry Flesner
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