Hi Rudy,
Can you send me a copy of your W&B ?
Thanks
Ryan
-Original Message-
From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Rudi Venter
via KRnet
Sent: Sunday, November 20, 2016 7:30 PM
To: KRnet
Cc: Rudi Venter
Subject: KR> Where should the mains be located at on a st
The answer I am looking for is a number from other KR owners.
Where is the main axel located in relation to the wings leading edge?
My mains are located 3 ?? aft of the wing leading edge.
I would expect to find this information on a W&B spreadsheet as most KR?s
are different however small.
At 10:47 PM 11/17/2016, you wrote:
>I have a standard KR2. My mains are located 3 ?? aft of the Leading Edge of
>my wings. Where should the mains be on a fixed gear KR2.
>
>My tail wheel weighs 3# with the longerons level, that seems too light.
++
At 09:36 AM 11/19/2016, you wrote:
>Is there a way to increase the useful load by 50 pounds?
>JOhn ><>
>___
Make sure the CG stays in range with the heavier weight. Expect
longer takeoff run and slower climb. Watch the sink rate on landing
with highe
With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.
I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am
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Thanks for putting me on to this. I am thinking that they have a solution for
most any windshield damage problem.
http://micro-surface.com/index.php/products-by-application/aerospace-industry/aircraft-transparencies.html
KRNet is the place to go when you don't know what to do.
See N64K
With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.
I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am
At 08:38 AM 11/20/2016, you wrote:
> "Kayak Chris" wrote:
>
> > What does "utility category" mean?
>
>Google for "utility category aircraft", and
>https://en.wikipedia.org/wiki/Load_factor_(aeronautics) is at the
>top. Utility means 4G load factor, and Normal means 6G.
+++
I should have included this one too:
http://www.experimentalaircraft.info/flight-planning/aircraft-stall-speed-1.php
Mark Langford
ML at N56ML.com
http://www.n56ml.com
"Kayak Chris" wrote:
> What does "utility category" mean?
Google for "utility category aircraft", and
https://en.wikipedia.org/wiki/Load_factor_(aeronautics) is at the top.
Utility means 4G load factor, and Normal means 6G.
> Where is this formula, not sure what to look for (I tried)
I goo
?Joe, somewhere on the net is a drawing of ?a tail tie down that you can
release from the cockpit and take with you. You can pull the chocks, climb
into the plane and then release the tail tie??down.
I have one of those mechanisms sitting on my work bench.? ? ? I haven't always
been cautious.
With a nose wheel equipped KR it is quite easy to setup safe single person
operation with a hand propped VW.
I carry a chock with a rope that can reach the cockpit, I can then start
the plane, walk around and get into the plane and get comfortable. Once
ready I simply "reel in the chock" and I am
"You could also build it by the plans and consider it "utility category"."
What does that mean?
> If you wanted to make it "Light Sport" compatible, you could add several
> inches to the wing length to get the gross weight to wing area ratio to fit
> that category.
I did not know there was suc
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