--- On Thu, 11/6/08, Randy Smith wrote:
From: Randy Smith
Subject: Re: KR> Flying milkstools and idiots
To: "KRnet"
List-Post: krnet@list.krnet.org
Date: Thursday, November 6, 2008, 10:14 PM
I have landed in the water with a KR2. Retracts where down and locked and no
real time to bring
I went out to the hangar tonight to get the plane ready to go. I had the
altimeter out, had replaced the battery, did a little work on the cowling,
and the whole top of the plane was off. When I left it, it was ready to hop
in, put my cap on, turn on the laptop, and head to SC99. As I started
I have landed in the water with a KR2. Retracts where down and locked and no
real time to bring them up. My glide was 60 mph just before I hit the water I
pulled all the way back on the stick. I hit the water at about 40 to 45 mph.
From inside it did not seem like much ( except for the bruise ac
With the center of gravity (centroid of mass?) being behind the landing
gear, it seems to me taildraggers are an accident waiting to happen. They
are inherently unstable. But if 100% of your landings are perfect and you
know they will continue to be, regardless of weather then maybe you don't
need
It's not too late to send in pictures for the KRnet webpage, but for now Marcel
Driessen's KR2S is featured. It's a gorgeous plane. Check it out at the top
of http://www.krnet.org/ , and then visit his website at
http://home.telfort.nl/~driessen2/ .
I also updated the KR info spreadsheet at h
Actually, I was talking about true airspeed. It does go up with altitude until
somewhere around 8500 feet (on my plane), where it levels off, then starts
dropping off again as you go higher. The altitude that happens at is dependent
on your combination of wing, drag (including weight) and HP.
At 04:30 PM 11/6/2008, you wrote:
>I see my cruise speeds start to drop off above 9000' and
>see a significant impact to cruise at altitudes above 11,000'.
>Jeff Scott
Jeff,
Are you speaking of indicated airspeed here? I would think that
the much
I haven't normalized it for temperature, but rate of climb drops off to 200
ft/min at roughly 14,000' at 1200# gross, or 15,500' with a lighter load. In
either case, it's higher than I am going to fly without O2, although better
performance up to those altitudes would be nice. That's with the
I have determined today, with a dial indicator, that the cam gear is cocked on
the on the cam shaft. I mounted the dial indicator where it would measure the
run out of the face of the cam gear. This was done by placing the indicator tip
on the forward lip just under the teeth on the gear. From t
Jeff - have you ever determined your service ceiling?
Rick Human
N202RH
Houston, Texas
- Original Message -
From: "Jeff Scott"
To:
Sent: Thursday, November 06, 2008 2:37 PM
Subject: Re: KR> longer wings.
>For sure the shorter wings are a winner down low, but if you ever want to
For sure the shorter wings are a winner down low, but if you ever want to fly
out west where altitude is critical, longer wings are a hands down winner.
That's not to say one can't fly at higher altitudes with the shorter wings, but
it's sure easier with a higher aspect ratio wing and more wing
Some free Davis DA2A plans here, but at bottom>
http://www3.telus.net/projectpage/projectpage/
Hawk 1 Test Flt 'mpeg' ...Paul was at EAA Arlington with me a few years back
when we rode our Motorcycles out
He Flew the F-86 for the first time this week> click-on DAILY PLANET (Discovery
Channel) C
Gary Lynn Robison wrote:
> I ass-u-med for what ever reason that the last wooden template
> was where everyone stopped and the extra 12" of wing was an option.
> And it is. (much pondering about this option)
I will eventually make my wings longer. Right now mine are only about 4"
longer than th
Ah yes. (bright light)
I ass-u-med for what ever reason that the last wooden template
was where everyone stopped and the extra 12" of wing was an option.
And it is. (much pondering about this option)
From: Mark Langford
There is another 29.125" template
for the foam rib which has 1.25 d
It's been a while since I've updated the photos on www.KRnet.org. Anybody
have any good flying KR photos that I can put out there? KRs from outside
the U.S. are welcome also.
Thanks,
Mark Langford, Huntsville, AL
mail: N56ML "at" hiwaay.net
website: www.N56ML.com
Gary Lynn Robison wrote:
> But I can only come up will 2.06 degrees of twist in the
> new airfoil sheets
Assuming you're looking at the AS5048 root to AS5046 tip templates at
http://www.krnet.org/as504x/as5048_15_600.pdf , the 33" template that's
listed as 1.06 degrees of twist is the last of t
How do you keep water out of your KR?
Yeah, yeah, I know, keep it in the hangar. However, I suppose you do
wash your KR once in a while. You may have to park overnight outside in
the rain and perhaps even fly in the rain. Of concern is the seal (or
lack thereof) around the canopy and that gappin
Some one will tell me what I am missing I know this
Someone will call me an idiot (not the first time)
But I can only come up will 2.06 degrees of twist in the
new airfoil sheets
Inboard +1
Tip -1.06
That is 2.06 total
What didn't I take in to account?
Gary
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