Each KR is a unique aircraft not a production a/c or ELSA production. Everyone
sees that the LSA exceed the FAA weights, speed V max & V stall and as far as I
can see the FAA doesn't really make anyone PROVE that the "numbers" conform.
Its just hype! So that in reality someone can make a "resemb
If a KR flys with a cruise prop and experiences a "fouled plug" or some
thing that drops the RPM. The question is will that KR have enough
power to sustain flight or even climb? When is to much pitch to much
for safety margins?
Is it possible to make diesel cylinders mount on VW, Corvair, Lyc, or
Cont. cases/cranks/piston so that a conversion system could be
initiated for this upcoming fuel crisis ? Bryce Guenther
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At the gathering I noticed Mark Jones wing tip loft contours didn't
match Larry's looked good , Langfords I didn't compare tip workmanship.
Considering the mechanical leverage at the wing tip of wind tip drag
coeifficients a reasonable minded buillder may humble there arrogant
attitudes frowar
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