From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 137 Date: 4/5/2005 9:00:18 PM Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Re: REALLY BAAAAD DAY!!! - Long (Orma) 2. RE: REALLY BAAAAD DAY!!! - Long (Steve Glover) 3. oil leaks (larry flesner) 4. prop extension (Stanley Mello) 5. prop extension (larry flesner) 6. Re: prop extension (Mark Langford) 7. RE: prop extension (Mark Jones) 8. Crosswinds part 2 (Orma) 9. Re: REALLY BAAAAD DAY!!! - Long (Orma) 10. RE: Crosswinds part 2 (Mark Jones) 11. manifold pressure & differential pressure (Dene Collett (SA)) 12. Demonstrated crosswind (Colin & Bev Rainey) 13. Re: Crosswinds part 2 (patrusso) 14. Re: Crosswinds part 2 (Mark Jones) 15. wing loading and gross weight (larry flesner) 16. Crosswinds (larry flesner) 17. Crosswinds and tubulence (John & Elaine Roffey) ---------------------------------------------------------------------- Message: 1 Date: Tue, 5 Apr 2005 07:12:43 -0400 From: "Orma" Subject: Re: KR> REALLY BAAAAD DAY!!! - Long To: "KRnet" Message-ID: <004d01c539d0$649cb6e0$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original "about the VW" Hello Steve Each of us that fly's a VW share in the frustration and other emotions that an engine failure bring to bear, especially those of us that have first hand experience. When I hear of engine problems I always like to ask for more details, because it helps me evaluate my engine. If you don't mind, please reply with the following information: 1. Which engine type 1/3 or 2/4 2. Was it a conversion from a known maker i.e. Revmaster, GPASC, or homebuilder 3. What size was the crank, 66mm, 78mm ?? 4. Did the crank have an aftermarket bearing in the front, such as GPASC's Force One bearing. 5. Do you know the location of the break in the crank? 6. What type of prop, Wood, Plastic?? 7. Do you feel that there were circumstances which contributed to the failure such as the 3 G pull up 8. Last question, were you aware, as soon as it happened. Thanks in advance for your patience. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 2 Date: Tue, 5 Apr 2005 07:42:20 -0700 From: "Steve Glover" Subject: RE: KR> REALLY BAAAAD DAY!!! - Long To: "KRnet" Message-ID: Content-Type: text/plain; charset="us-ascii" >I always like to ask for more details, because it helps me evaluate my engine. If you don't mind, please reply with the following information: 1. Which engine type 1/3 or 2/4 2. Was it a conversion from a known maker i.e. Revmaster, GPASC, or homebuilder 3. What size was the crank, 66mm, 78mm ?? 4. Did the crank have an aftermarket bearing in the front, such as GPASC's Force One bearing. 5. Do you know the location of the break in the crank? 6. What type of prop, Wood, Plastic?? 7. Do you feel that there were circumstances which contributed to the failure such as the 3 G pull up 8. Last question, were you aware, as soon as it happened.< Hi Orma, I have the Type 1 Conversion. It is a Great Plains Kit. Most components are from GPASC. It does have the Force One Front Bearing. The prop is a Sterba 54X50 made of wood. I can't imagine a 3g pull up would cause this problem. If it did, these engines should't be flying. I know of a few people who have pulled this and more without incident. I'll find out either today or tomorrow where the break is. Richard S. and I are going to pull our engines today. I did notice a slight change in the engine. It was progressive, not all at once. It actually began on the previous flight the week before but I thought it was just because weather was pretty rough. The 3g's may have just finished it off. On the final flight it was most noticeable when attempting to climb or adding power. It wzs most noticeable when I returned to the airport and had to go around for traffic. Once I exited the active, you could tell immediately something wasn't right. Once power was added to taxi, it was evident I was due for a new engine. A short list of problems I have had with this engine is significant oil leakage when the flywheel kept coming loose. The gland nut kept breaking. 2.) Unable to track some vibration. On the last rebuild, the major problems were finally taken care of. After magnafluxing the crank, the flywheel was ground to the crank for a press fit. A chromolly gland nut was used from the race cars. The flywheel, crank, and prop hub was balanced. My prop hub was out of round about .002 and out of balance about 5 grams. The hub was balanced by a reputable shop that Steve B. uses. A new Force One bearing was installed. A complete rebuild was performed and Total Seal rings were installed. Heads were rebuilt. I have run this configuration for about 65 - 70 hours including my flight back to the gathering. One persistent proplem is an oil eak somewhere that sprays on the canopy. We have used dye and blacklight attempting to locate the problem without luck. Silicon has been used on virtually every place oil could potentially leak. Yet, the oil still exits the spinner onto the canopy. For me, it is just time or a change. It was either going to be an 0-200 or the corvair. I figure it would be about $1000 to repair the VW. I need about $500 to complete the corvair, not to mention the extra 30 - 40 HP. It's a no brainer for me. As Mark L. has said..."I've seen the light". Steve Glover KR-2 N902G AJO, Ca ------------------------------ Message: 3 Date: Tue, 05 Apr 2005 09:58:19 -0500 From: larry flesner Subject: KR> oil leaks To: KRnet Message-ID: <3.0.6.32.20050405095819.008641e0@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" One persistent proplem >is an oil eak somewhere that sprays on the canopy. We have used dye >and blacklight attempting to locate the problem without luck. Silicon >has been used on virtually every place oil could potentially leak. Yet, >the oil still exits the spinner onto the canopy. Steve Glover +++++++++++++++++++++++++++++++++++++++++++++++++++++++ When looking for an oil leak, try a good engine wash and then spray "Right Guard" spray deoderant or similar on the engine. It will leave a white powder on the engine that should help detect the leak. As always, your results may vary.......... Larry Flesner ------------------------------ Message: 4 Date: Tue, 05 Apr 2005 09:09:34 -0700 From: "Stanley Mello" Subject: KR> prop extension To: krnet@mylist.net Message-ID: Content-Type: text/plain; format=flowed Does anyone out there have a prop extension, either 1 inch or 1 3/4 inch for sale or know of a source? Thanks, melloflyer myplaneworks@hotmail.com _________________________________________________________________ Express yourself instantly with MSN Messenger! Download today - it's FREE! http://messenger.msn.click-url.com/go/onm00200471ave/direct/01/ ------------------------------ Message: 5 Date: Tue, 05 Apr 2005 11:52:44 -0500 From: larry flesner Subject: KR> prop extension To: KRnet Message-ID: <3.0.6.32.20050405115244.00861e20@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" At 09:09 AM 4/5/05 -0700, you wrote: >Does anyone out there have a prop extension, either 1 inch or 1 3/4 >inch for >sale or know of a source? > Thanks, melloflyer ++++++++++++++++++++++++++++++++++++++++++++++++++++++ Stan, You may have more success if you give more info like what engine you have, type/brand of prop hub, bolt pattern, etc. Too much info is always better than not enough........ Larry Flesner ------------------------------ Message: 6 Date: Tue, 5 Apr 2005 12:16:55 -0500 From: "Mark Langford" Subject: Re: KR> prop extension To: "KRnet" Message-ID: <007f01c53a03$44b25d20$5e0ca58c@net.tbe.com> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original melloflyer wrote: > Does anyone out there have a prop extension, either 1 inch or 1 3/4 > inch > for > sale or know of a source? maybe: http://www.altimizer.com/psru.html or http://www.kenbrockmfg.com/propext.htm although all I see is 3", but maybe they have them. It might be easiest to buy a 1" thick chunk of aluminum and pay a machinist to make one for you. Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------ Message: 7 Date: Tue, 5 Apr 2005 12:28:52 -0500 From: Mark Jones Subject: RE: KR> prop extension To: 'KRnet' Message-ID: <26D1C67793459F43BF8DA235F92B1F3549D99A@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" Aircraft Spruce sells prop spacers in thicknesses from 1/16" to 3/8" pre drilled. They are on page 171 of the 2003-2004 catalog. $21.40 for the 3/8". You could stack then but you probably would fare better having a machine shop make you one like Langford suggested. Mark Jones (N886MJ....4.1 flight hours) Wales, WI melloflyer wrote: > Does anyone out there have a prop extension, either 1 inch or 1 3/4 > inch > for > sale or know of a source? ------------------------------ Message: 8 Date: Tue, 5 Apr 2005 15:52:16 -0400 From: "Orma" Subject: KR> Crosswinds part 2 To: "KRnet" Message-ID: <007601c53a18$f93e1a30$0202a8c0@ROBBINS1> Content-Type: text/plain; charset="iso-8859-1" Hello Net After accepting an invite from Keith, another KR net member to come to Lansing MI for lunch, I went to the airport KPTK and hopped into the KR and off we go. The wind at Pontiac was 160 at 11 and the runway was 090. No problem getting off. Up up and away, heading to Mason Jewett KTEW airport just south of Lansing. I made the trip at 3500 MSL with a heading of 260. The air at 3500 was about 15kts and was not too bumpy. As I descended to Mason, the air got real bumpy, the KR was weathervaining and rolling all over the place. I attempted the landing twice and both times aborted, finally deciding to return to KPTK. On the way back I landed at another airport with a larger runway and managed it without too much difficulty. My take off was nearly a disaster. The wind was 90 degrees to the runway at 15 gusting to 23. Not wanting to stay all night, I elected to depart. I kept the tail down to gain more speed before liftoff, and that was not enough. I ran out of right aileron and did not have enough to keep that wing down. The KR came off the ground in ground effect and the spoiled wing lifted until I reached about 15 feet and then I rolled into the wind faster then I could correct. I have never had a take off that was that bad. All in all, I would say that in the future I will stick with 10 @ 90. The gust was too much for the KR. When I got back to KPTK, the controller asked if I wanted runway 090 Left or Right, I replied that I wanted runway 180. The wind was 220 at 10. What an adventure. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ ------------------------------ Message: 9 Date: Tue, 5 Apr 2005 15:53:50 -0400 From: "Orma" Subject: Re: KR> REALLY BAAAAD DAY!!! - Long To: "KRnet" Message-ID: <007701c53a19$30d7a740$0202a8c0@ROBBINS1> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Steve thanks for extra info, I'll look forward to hearing what you find inside the engine. Orma ------------------------------ Message: 10 Date: Tue, 5 Apr 2005 15:12:53 -0500 From: Mark Jones Subject: RE: KR> Crosswinds part 2 To: 'KRnet' Message-ID: <26D1C67793459F43BF8DA235F92B1F3549D99D@tulsaexchange.tulsaokmail.com> Content-Type: text/plain; charset="iso-8859-1" Wow, what a story. I am heading to the airport in one hour and our winds are similar to yours right now. Hopefully they will calm down so I can get a little air time in. Glad you made it back ok. Mark Jones -----Original Message----- From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On Behalf Of Orma Sent: Tuesday, April 05, 2005 2:52 PM To: KRnet Subject: KR> Crosswinds part 2 Hello Net After accepting an invite from Keith, another KR net member to come to Lansing MI for lunch, I went to the airport KPTK and hopped into the KR and off we go. The wind at Pontiac was 160 at 11 and the runway was 090. No problem getting off. Up up and away, heading to Mason Jewett KTEW airport just south of Lansing. I made the trip at 3500 MSL with a heading of 260. The air at 3500 was about 15kts and was not too bumpy. As I descended to Mason, the air got real bumpy, the KR was weathervaining and rolling all over the place. I attempted the landing twice and both times aborted, finally deciding to return to KPTK. On the way back I landed at another airport with a larger runway and managed it without too much difficulty. My take off was nearly a disaster. The wind was 90 degrees to the runway at 15 gusting to 23. Not wanting to stay all night, I elected to depart. I kept the tail down to gain more speed before liftoff, and that was not enough. I ran out of right aileron and did not have enough to keep that wing down. The KR came off the ground in ground effect and the spoiled wing lifted until I reached about 15 feet and then I rolled into the wind faster then I could correct. I have never had a take off that was that bad. All in all, I would say that in the future I will stick with 10 @ 90. The gust was too much for the KR. When I got back to KPTK, the controller asked if I wanted runway 090 Left or Right, I replied that I wanted runway 180. The wind was 220 at 10. What an adventure. Orma Southfield, MI N110LR Tweety, old enough to drink this year Flying and more flying, to the gathering or bust http://www.kr-2.aviation-mechanics.com/ _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 11 Date: Tue, 5 Apr 2005 22:26:28 +0200 From: "Dene Collett (SA)" Subject: KR> manifold pressure & differential pressure To: "KRnet" Message-ID: <006101c53a1e$82c1dc60$579eef9b@DeneCollett> Content-Type: text/plain; charset="iso-8859-1" Hi guys For those looking for a differential pressure guage, I have got an "RS" catalogue at work in which I remember seeing a really tiny differential pressure instrument. It looks like a plastic casting with two "nozzles to attach the two sources of pressure. These are electrical instruments which I think have an output of 4mA - 20mA which will need some sort of anunciator on the panel. I will check it tomorrow (If I remember). Regards Dene Collett South Africa KR2SRT builder mailto: dene.collett@telkomsa.net www.whisperaircraft.co.za ------------------------------ Message: 12 Date: Tue, 5 Apr 2005 17:02:54 -0400 From: "Colin & Bev Rainey" Subject: KR> Demonstrated crosswind To: "KRnet" Message-ID: <004a01c53a22$d68f45e0$9c402141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" Orma and netters Those who read regularly will remember that I made a post not long ago stating what I had found was the demonstrated crosswind capability for my KR2. This aircraft being a standard KR2 built to plans with no airframe, or control surface modifications in size or amount of deflection, I felt this information would go a long way to helping other KR pilots in judging crosswinds for landing, the same way that certified planes publish what a skilled pilot found was the safe maximum crosswind component for a particular plane. Orma's experience today supports that information, and I strongly recommend to ALL KR pilots that until you have a great deal of experience with your own model, possibly as much as 300 hours or more, depending upon your own total experience, that you heed what we both have found, and that is: Maximum safe winds total: 20 knots gusting to 30 knots from ANY direction including straight down runway. Maximum crosswind component: 15 knots total including any gust factor, 90 degrees to the runway. Use an E6B flight computer to calculate the 90 degree crosswind component after getting the airport's winds prior to landing or takeoff. Also these numbers are by experienced pilots with LOTS of recency of time. Deduct from these totals if you are rusty! I say these things for the benefit and safety of KR pilots and in no way want to appear to brag, but rather to provide advance knowledge for the unknowing, or less experienced pilots among us. FLY SAFE!! Colin & Beverly Rainey Apex Lending, Inc. 407-323-6960 (p) 407-557-3260 (f) www.eloan2004cr.com crainey@apexlending.com ------------------------------ Message: 13 Date: Tue, 5 Apr 2005 18:32:11 -0400 From: "patrusso" Subject: Re: KR> Crosswinds part 2 To: "KRnet" Message-ID: <000401c53a2f$4fb40940$19a772d8@patrusso> Content-Type: text/plain; format=flowed; charset="iso-8859-1"; reply-type=original Jeez Orma, ya trying to scare the heck out of us all? Pat ----- Original Message ----- From: "Orma" To: "KRnet" Sent: Tuesday, April 05, 2005 3:52 PM Subject: KR> Crosswinds part 2 > Hello Net > > After accepting an invite from Keith, another KR net member to come to > Lansing MI for lunch, I went to the airport KPTK and hopped into the KR > and off we go. The wind at Pontiac was 160 at 11 and the runway was 090. > No problem getting off. Up up and away, heading to Mason Jewett KTEW > airport just south of Lansing. I made the trip at 3500 MSL with a heading > of 260. The air at 3500 was about 15kts and was not too bumpy. As I > descended to Mason, the air got real bumpy, the KR was weathervaining and > rolling all over the place. I attempted the landing twice and both times > aborted, finally deciding to return to KPTK. On the way back I landed at > another airport with a larger runway and managed it without too much > difficulty. My take off was nearly a disaster. The wind was 90 degrees > to the runway at 15 gusting to 23. Not wanting to stay all night, I > elected to depart. I kept the tail down to gain more speed before > liftoff, and that was not enough. I ran out of right aileron and did not > have enough to keep that wing down. The KR came off the ground in ground > effect and the spoiled wing lifted until I reached about 15 feet and then > I rolled into the wind faster then I could correct. I have never had a > take off that was that bad. All in all, I would say that in the future I > will stick with 10 @ 90. The gust was too much for the KR. When I got > back to KPTK, the controller asked if I wanted runway 090 Left or Right, > I replied that I wanted runway 180. The wind was 220 at 10. What an > adventure. > > Orma > Southfield, MI > N110LR Tweety, old enough to drink this year > Flying and more flying, to the gathering or bust > http://www.kr-2.aviation-mechanics.com/ > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html ------------------------------ Message: 14 Date: Tue, 5 Apr 2005 19:28:29 -0500 From: "Mark Jones" Subject: Re: KR> Crosswinds part 2 To: "KRnet" Message-ID: <001d01c53a3f$9791e9c0$6401a8c0@wi.rr.com> Content-Type: text/plain; charset="iso-8859-1" The flight report that Orma gave today about crosswinds was the kind of report that we can gain much wisdom from . I too went to the airport to fly and all I did was to taxi to the pump, fill em up, and taxi back to the hanger. My crosswinds were 90° across 12-15 gusting 18. I decided not to chance it thanks to Orma's story. So instead of flying, I took the time to go over my plane thoroughly. Now I am ready for the next window of opportunity. Mark Jones (N886MJ...FIRST FLIGHT made 3-20-2005) Wales, WI USA E-mail me at flykr2s@wi.rr.com Visit my KR-2S CorvAIRCRAFT web site at http://mywebpage.netscape.com/n886mj/homepage.html ----- Original Message ----- From: "Mark Jones" To: "'KRnet'" Sent: Tuesday, April 05, 2005 3:12 PM Subject: RE: KR> Crosswinds part 2 > Wow, what a story. I am heading to the airport in one hour and our > winds are > similar to yours right now. Hopefully they will calm down so I can get > a little air time in. Glad you made it back ok. > > Mark Jones > > -----Original Message----- > From: krnet-bounces@mylist.net [mailto:krnet-bounces@mylist.net]On > Behalf Of Orma > Sent: Tuesday, April 05, 2005 2:52 PM > To: KRnet > Subject: KR> Crosswinds part 2 > > > Hello Net > > After accepting an invite from Keith, another KR net member to come to > Lansing MI for lunch, I went to the airport KPTK and hopped into the > KR and > off we go. The wind at Pontiac was 160 at 11 and the runway was 090. > No problem getting off. Up up and away, heading to Mason Jewett KTEW > airport just south of Lansing. I made the trip at 3500 MSL with a > heading of 260. The air at 3500 was about 15kts and was not too bumpy. > As I descended to Mason, the air got real bumpy, the KR was > weathervaining and rolling all over the place. I attempted the > landing twice and both times aborted, finally deciding to return to > KPTK. On the way back I landed at another airport with a larger > runway and managed it without too much difficulty. My > take off was nearly a disaster. The wind was 90 degrees to the runway > at 15 > gusting to 23. Not wanting to stay all night, I elected to depart. I kept > the tail down to gain more speed before liftoff, and that was not > enough. I > ran out of right aileron and did not have enough to keep that wing > down. The KR came off the ground in ground effect and the spoiled wing > lifted until I reached about 15 feet and then I rolled into the wind > faster then I > could correct. I have never had a take off that was that bad. All in all, > I would say that in the future I will stick with 10 @ 90. The gust > was too > much for the KR. When I got back to KPTK, the controller asked if I wanted > runway 090 Left or Right, I replied that I wanted runway 180. The > wind was > 220 at 10. What an adventure. > > Orma > Southfield, MI > N110LR Tweety, old enough to drink this year > Flying and more flying, to the gathering or bust > http://www.kr-2.aviation-mechanics.com/ > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > _______________________________________ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Message: 15 Date: Tue, 05 Apr 2005 19:35:40 -0500 From: larry flesner Subject: KR> wing loading and gross weight To: KRnet Message-ID: <3.0.6.32.20050405193540.00863a50@pop.midwest.net> Content-Type: text/plain; charset="us-ascii" With the following information I am >trying to calculate if I infact have an increased Gross Weight >considering the increased wing span and increased HP? Keith and Brent >Wiese +++++++++++++++++++++++++++++++++++++++++++++++++++++++ I haven't seen a reply to your question so I'll throw out some general observations. I'm sure someone will correct me if I'm wrong. First, if the aircraft has never been inspected and certified, you can assign any gross weight you want as you are considered the builder. Please understand though that the heavier you fly your KR the G rating of the structure decreases. At 1100 pounds you are in the 5 G area. (Design G ratiing is plus/minus 7 G's at 800 pounds = 5600 divided by 1100 = 5 G's) Take off another 1/2 G if you have the longer wings generally refered to as the Diehl skins. I think they extend the wings another 14 to 18 inches. I fly my KR much of the time between 1050 and 1125 pounds BUT I have a 100 horse engine, a 24 inch fuselage stretch, plans built wing, and ALL fuel in the outboard wings which helps to unload the wing attach fittings. I have flown on 4 or 5 occasions at probably 1250 pounds with no problems. To date, I have probably not stressed my KR beyond maybe 3 G's at 1100 pounds so take it for what it's worth. Second, flying at your desired 1115 pounds with a 75 horse engine will give you less than spectacular performance. If you're running a header tank your CG will move aft with fuel burn. It is generally accepted among KR "fliers" that you will want to stay out of the last two inches of the CG envelope on a plans build KR for stability reasons. Your bird ,with you as a 170 pound pilot, should be a fun airplane. If you're able to fit your 212 pound friend in with you and stay in the proper CG range, you will probably have a dog on your hands, performance wise. Other KR fliers jump in here if necessary......... Larry Flesner ------------------------------ Message: 16 Date: Tue, 05 Apr 2005 19:57:21 -0500 From: larry flesner Subject: KR> Crosswinds To: KRnet Message-ID: <3.0.6.32.20050405195721.007ba2b0@pop.midwest.net> Content-Type: text/plain; charset="iso-8859-1" I too went to the airport to fly >and all I did was to taxi to the pump, fill em up, and taxi back to the >hanger. My crosswinds were 90° across 12-15 gusting 18. I decided not >to chance it thanks to Orma's story. Mark Jones ++++++++++++++++++++++++++++++++++++++++++++++++++++++++ GOOD DECISION - LOW TIME KR PILOT !!!! The most wind I've flown (landed) my KR in was approx 14 to 16 with gust in the low to mid 20's at maybe 30 to 40 degrees off runway heading. If I had a canvas seat instead of fiberglass, my "pucker power" would have made it available to wipe my nose !! A Bonanza landing behind me made a go-around because of the wind. My KR handled it but it sure takes the fun out of flying. Later in the day I was landing at another airport with a more direct crosswind and aborted the landing, flew to a nearby airport with a runway into the wind, and waited until evening when the wind settled to fly home. I would suggest at least 25 hours in your KR before testing higher crosswinds and then only if you are a 250+ hour pilot with considerable recent time. You can "ride out" landings in Cessnas and Pipers that you won't get away with in KR's. If you can't land in a crosswind while tracking straight down the runway, landing on one main wheel, and then roll out straight, get an instructor and go practice. That will certianly be less expensive than rebuilding your KR and having an incident or accident on your record. Larry Flesner ------------------------------ Message: 17 Date: Tue, 5 Apr 2005 23:24:00 -0400 From: "John & Elaine Roffey" Subject: KR> Crosswinds and tubulence To: "KRnet" Message-ID: <003b01c53a58$1484aea0$c35de504@default> Content-Type: text/plain; charset="iso-8859-1" Just a general question to those who do fly their KRs in wind, after getting the standard briefing that goes along with the type of crosswinds we are currently discussing, usually "moderate turbulence below 12,000", what kind of ride are we talking about here. The question arises after flying a C182RG (heavy) out of Scottsdale AZ last week, the winds were 010 20/G25 using runway 3. Not a large factor for this plane. The briefing included the usual "mod turb below 12" and I wanted to see how that felt in AZ after having flown allot of it here in MI. The take off was not unusual at all but the ride was as rough as I have ever had in any airplane. I hit my head on the roof a couple of times. It was definitely a below maneuvering speed flight that day. The landing was 1.7 HR later and the wind died to 010 15/G20 and was not a factor. I might not do that in a KR. Anyone else? John Roffey Sometimes KR2S builder Fort Gratiot, MI ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 137 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================