Thank you again Larry for the excellent advice on the poor performance of my KR2's cable break. You are quite right about my own disbelief on my cable break performance, and I refuse to give it up until I am completely convinced about the design deficiency of applying a cable break on the original KR2 design by Ken Rand, which was attempted at high speed performance in the first place?!
Unfortunately, the only KR2 guru Jeff Scott in the NM area (used to live in Los Alamos) has moved to Arkansas about three years ago... I have already done a lot of work on my breaks such as replaced all cables with new ones and changed paddle size and even modified the "actuator" mechanism inside the drums etc...., however it is still lack of breaking power. I did ask a local AP to look at my breaks and he thinks the only solution might be to keep taxing the bird so that to allow the brand new break shoes of both sides to wear and thus setting-in to fit the drums better... It is such an unacceptable slow solution, so I decided to make it fit by sanding the shoe surfaces manually. It improved somewhat but still far from satisfactory! I really wish to know if anyone in this group ever did test fly and successfully obtained airworthiness certificate from FAA on my type of KR2 with original design (cable break and taildragger...)? I need to find out before I waste yet another year of time and money in trying to chasing the tail end of this strange bird...?! I could try to bring my KR2 to the Houston TX area if needed to get help from someone as I am traveling frequently between Houston, ABQ and CA area (mainly LA, Vandenberg)...I will be happy to offer a whole year (or up to three years) free ownership or co-ownership of this KR2 to someone who could help getting this bird off to the sky?!! Kindly, Dr. Hsu 713 513 0423 On Sat, Jan 30, 2021, 8:34 AM Flesner via KRnet <krnet@list.krnet.org> wrote: > On 1/29/2021 10:52 PM, Dr. Feng Hsu via KRnet wrote: > > I have been trying to do some high speed taxing on the KR2, and > especially > > trying to stop the bird completely for an engine runup test, but I failed > > it every time because the bird just kept moving with only less than > 2500rpm > > throttle regardless how desperately I step my toes on the break > paddles.... > > +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++ > > I've never heard anyone confess that their mechanical brakes performed > that poorly. If they perform that poorly on taxi test they certainly > won't work any better on landing. Get help from another local builder > to observe the operation at the wheel while you actuate the brakes in > the cockpit. I'm guessing there is a solution that will get them to > work at least marginally and that should be sufficient if kept in mind > while moving around on the ground. I flew a Tripacer for many years > with what I called "slow down only" brakes, a single heel brake master > cylinder operating a drum brake on each wheel. Not a lot of brake for > an aircraft the weight of a Tripacer. There is a solution, you just > need to find it. > > Good luck.......... > > Larry Flesner > > > > _______________________________________________ > Search the KRnet Archives at > https://www.mail-archive.com/krnet@list.krnet.org/. > Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. > see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change > options. > To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org > _______________________________________________ Search the KRnet Archives at https://www.mail-archive.com/krnet@list.krnet.org/. Please see LIST RULES and KRnet info at http://www.krnet.org/info.html. see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options. To UNsubscribe from KRnet, send a message to krnet-le...@list.krnet.org
