Let's back up and take a deep breath here. So far we know of exactly
ONE critical structural failure that's resulted in a KR crash, and
there's clear evidence of serious aerobatics being done in that plane,
certainly recently before the crash, and likely just prior. That photo
that we've seen doesn't indicate to me that any of the spars have
broken, other than perhaps an outer one, probably damaged at impact, not
during flight. As mentioned earlier, the missing wing will likely make
it clear. I don't know how many hours KRs have logged over the years,
but it's a LOT, and this pilot was not the first to do aerobatics in
them either. This excellent safety record prior to this incident is not
a good reason to start re-engineering the KR, nor to start sticking
BandAids on it either.
As for BRS chutes, there's a downside to those too...you have no control
over where you and your plane will "land". It might be in the power
lines, it might be in a lake, in the trees, in the middle of a highway.
And I would venture to guess that until the structural details are
ironed out of that installation, you might just have another structural
failure....induced by the stresses induced on the airframe during
deplyment. But that's your decision....whatever makes you feel more
comfortable.
The VAST majority of KR problems are engine and fuel related. I think
you'd be better served making absolutely sure that the engine and fuel
system are airworthy, before worrying about what is currently a single
"reported" spar issue.
Mark Langford
m...@n56ml.com
http://www.n56ml.com
Huntsville, AL
On 11/7/2021 9:51 AM, Dr. Feng Hsu wrote:
I have done some investigation on BRS add-ons and I don't think the extra
weight will be too much of a concerns if you do a risk trade off
assessment. An average of 30 to 40lb increase for a small BRS may not have
significant impact on structural integrity such as the KR2, especially we
can choose to sacrifice on the fuel capacity in exchange for safety
assurances if necessary....
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