I have always believed that if you build it light with wings along the size of
the Diehl wing skins, use a Jab 2200 or an 1835VW, you should be able to get
there. Remember if you build the engine, like the VW, you can set the max
cruise RPM. The only reason that I would not suggest the Corvair
For a sport-pilot compliant plane, it's not enough just to have the stall
speed. You also need a top speed of 120 knots (138 mph).
So with limitations like that, why would you WANT a Corvair engine? It's
about 50hp too much. (Maybe even a modern bored-and-stroked VW engines
would be too much). I
you are not an engineer and don't want to spend a ton of
time learning calculus and aerodynamic theory.
Original Message
Subject: Re: KR> Modifications to Meet Sport Pilot Stall Speeds
From: Mark Langford via KRnet
List-Post: krnet@list.krnet.org
Date: Mon, November 17, 2
I wrote:
> There's a simple equation for stall speed that involves the lift
> coefficient of the airfoil, density of air, weight of the plane, and
> wing area.
That's GROSS weight of the plane, not empty weight! I'm sure we all
know that, but somebody will call me out on it...
--
Mark Langfor
Brett Loewen wrote:
> 1. Are you able to simply extend the wings to meet the stall speed
of 51 mph for a sport pilot?
>2. Would the additional weight of a Corvair engine
(compared to a VW) have too much of an effect on stall speed to be able
to consider?
>3. Can I build the fuselage befo
Well Brett I would suggest to you that it stalls at 49 mph. I can assure you no
one other than you will fly it to find out.
Kenny
N6399U
On Monday, November 17, 2014 10:51 AM, Brett Loewen via KRnet wrote:
I?m interested in starting a KR2S build project, but I have
a few questions before
I?m interested in starting a KR2S build project, but I have
a few questions before I start.
1.
Are you able to simply extend the wings to meet the
stall speed of 51 mph for a sport pilot?
Mark Langford briefly commented on this being an option in his EAA webinar,
but I haven?t been abl
Hi Rich
Thank you for your reply to my email. Do you stil have your KR2, is it built
as pe plan or have you made you own mods, that you feel have improved on the
orginal desighn. On one point i notice a number of owners have "Strectched"
their KR2s closer to the S dimentions. It does seem to be
Netters
Jeff and I have both presented 2 different ways of modifying a KR, specifically
in my case a KR2, to correct some of the complaints other pilots have had with
the original design. The internal changes I spoke of make corrections that do
not require any airframe re-construction, but only
Very good response and very well thought-out aerodynamically. Very seldom is a
modification a one subject matter.
I don't normally respond to the experts on the net, I just do my own thing.
Best Regards,
Ronald R. Eason Sr.
Pres. & CEO, KCMO Office
J.R.L. Engineering Consortium Ltd.
816-468-409
Let's not lose sight of the fact there is no substitute for tail volume.
Modifying the linkage is great (I've built in four different ways to change
the ratio of stick deflection to elevator deflection) for dealing with pitch
sensitivity (I think Glasair did exactly that), but you'd be fooling
Well said Mark L.
My position is and always has been that we are all collaborating to assist
builders in constructing the safest airplanes that they can. My purpose in
contrasting the different developments was to assure builders who have done
like me and purchased nearly complete aircraft, or a
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