From: krnet-bounces@mylist.net To: John Bouyea Subject: KRnet Digest, Vol 347, Issue 508 Date: 12/11/2005 9:00:25 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. Need to evaluate a KR2 work in progress (Larry&Sallie Flesner) 2. Re: Training and the KR (Ron Smith) 3. Re: Training and the KR (Mark Langford) 4. Re:Wet Runways in the winter (lounsbur@midmaine.com) 5. latest "project update" (Mark Langford) 6. Re: Re:Wet Runways in the winter (Lee Van Dyke) ---------------------------------------------------------------------- Message: 1 Date: Sun, 11 Dec 2005 20:07:11 -0600 From: Larry&Sallie Flesner Subject: KR> Need to evaluate a KR2 work in progress To: tom@concentricenviro.com,KRnet Message-ID: <6.2.5.6.0.20051211200300.039077f0@verizon.net> Content-Type: text/plain; charset=us-ascii; format=flowed At 05:38 PM 12/11/2005, you wrote: >Hey folks - Am about to buy a KR2 project and want some advice on >determining the quality of construction. Have used the search engine >but not getting my specific questions answered. >Tom Bovington +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++= Tell us where you're at and maybe someone with experience is close by and able to help you out. You need to be familiar with the plans or have someone with you that is. It seems that every KR I've seen "under construction" has changes made to the plans and you need to be able to recognize what they are. Finally, what are you're "specific questions"? Larry Flesner ------------------------------ Message: 2 Date: Sun, 11 Dec 2005 19:30:15 -0800 (PST) From: Ron Smith Subject: Re: KR> Training and the KR To: brokerpilot96ta@earthlink.net, KRnet Message-ID: <20051212033015.93767.qmail@web81712.mail.mud.yahoo.com> Content-Type: text/plain; charset=iso-8859-1 Colin Rainey wrote: Ron A couple of problems with what you just stated. First, you cannot have passengers while testing in Phase I for the 40 hours. That shoots down dual anything, sorry. Second, you cannot perform ANY form of commercial operations in an Experimental Category Aircraft, including flight instruction, except for transition training for a rated pilot, meaning you would have to have your ticket already, and the CFI would have to be able to give instruction in that aircraft, which means he would have acquired 5 hours in type to teach in it (transition training into your KR would require 5 hours in yours or one like it). Thirdly, ask Mark Langford and Joe Horton about those hard landings, and how many more there would have been if they had done their primary training in their KR. I had no problem, but I have been flying since I was 12, soloed first when I was 16, and I am 42 now, and bought my KR2 when I was 40. I agree with Steve Bray as to the approach to the KR. They are not to be feared, BUT they ARE to be respected! They can be docile and easily managed if well built, and a competent, alert pilot is flying them. But, if he goes to sleep/day dreams, or is having an "off day" he may be trailering it back home for some repairs. The window of performance is wide, but the edges are like cliffs, playing to close without a "safety line" can be very dangerous. Lack of this respect can be read about on Mark L's site from NTSB reports about crashes with the KR. Too many have tried to fly their KR like a spam can Cessna and have regretted it. KR's do NOT tolerate being behind the power curve, and will give you an ugly reminder if you forget! Steve is correct, which is why my earlier post recommended some time in a Mooney or Beechcraft that is certified "high performance". It is time that is irreplaceable if there is such a word, for its experience. Colin, I know that I cannot train in the plane before the 40 hours. What I meant was and I think I said it, was that I would get my private BEFORE I finish my plane, and train in my plane, as a p.p. I'm sure I will get some time in a Hi preformance plane. Like I said, I've never been worried about my piloting skills. My instructor, very rarely ever took the controls, and when they did it was to show me something. I landed the plane every time myself and never had a real bad one, or even bounced, in as many landings I did in 25 hours. One time I did screw up and completly forgot to put in the flaps at all. Landed a little fast but, that was just a simulation of a flap failure. :) --------------------------------- Yahoo! Shopping Find Great Deals on Holiday Gifts at Yahoo! Shopping ------------------------------ Message: 3 Date: Sun, 11 Dec 2005 21:44:40 -0600 From: "Mark Langford" Subject: Re: KR> Training and the KR To: "KRnet" Message-ID: <01ce01c5fece$61c892e0$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" Colin Rainey wrote: >Thirdly, ask Mark Langford and Joe Horton about those hard landings... Hey, it wasn't a hard landing, it was a "landing gear test", where I proved that 5.5 g's was not a problem, in case I ever needed to know that... Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net ------------------------------------------------------------ ------------------------------ Message: 4 Date: Sun, 11 Dec 2005 23:33:05 -0500 From: "lounsbur@midmaine.com" Subject: KR> Re:Wet Runways in the winter To: KRnet Message-ID: <6.0.0.22.0.20051211224010.025a2740@pop3.norton.antivirus> Content-Type: text/plain; charset="us-ascii"; format=flowed > Just a note to tell you about a flight that i made today in my KR that > can remind all of us about what can happen if you don,t take ALL of > the weather factors into concideration when you go flying. As a side > note i probably have one of the last krs that still have the retracts. > For those of you that made the gathering this year my KR was the one with > the full clamshell gear doors. This is all relevent to the story. Flying > a KR in the north in the winter means that you usually don,t have that > many days that you can fly without freezing to death so you take everyday > that you can get and today was such a day. The temp was in the mid 20,s > with bright sun and not too much of a cross wind at the field where i > base my plane. We had just had a large snow storm 2 days before but thr > runway ws plowed with mostly bare pavement showing. As i taxied my plane > to the active i passed over a lot of snow patches and damp spots on the > black pavement. Takeoff was normal and. i headed for a local airport > about 20 miles away. Ther was a lot of traffic at the field so i > extended my upwind leg a ways to allow for spacing. After entering > downwind i reached to lower the landing gear only to find that it was > frozen solid in the up position. Pucker factor riseing rapidly at this > point. After several min,s of trying i was begining to think that the > only option was that i was giong to have to land on the ski runway on the > belly. I tried one last dive with a sharp pullout while pulling to lower > the gear at the same time when it finally broke loose. I proceeded to > land and when i got out to look the wheel wells were full of ice from the > snow and water that had splashed into them. I flew home with the gear > extended with no further problems. Now i will have to get my plane into a > heated hanger to melt all of the ice before i go flying again. This > turned out to have a happy ending but it could have gone the other way > with a plane that needed a lot of repairs. I have been flying this plane > for 18 years and this is the first time that this has happened. It has > given me a new preflight and taxi item to check. Maybe this will help > someone else from having a similar problem. Kip ------------------------------ Message: 5 Date: Sun, 11 Dec 2005 22:31:37 -0600 From: "Mark Langford" Subject: KR> latest "project update" To: "KRnet" Cc: Corvair engines for homebuilt aircraft Message-ID: <01eb01c5fed4$f0cf3380$1202a8c0@1700xp> Content-Type: text/plain; charset="iso-8859-1" See http://home.hiwaay.net/~langford/first_flights/94hours.html . I sure am glad I didn't bring it home for the winter... : ) Mark Langford, Huntsville, Alabama see KR2S project N56ML at http://home.hiwaay.net/~langford email to N56ML "at" hiwaay.net -------------------------------------------------------------- ------------------------------ Message: 6 Date: Sun, 11 Dec 2005 21:52:26 -0700 From: "Lee Van Dyke" Subject: Re: KR> Re:Wet Runways in the winter To: "KRnet" Message-ID: <001401c5fed7$d98c6e10$6401a8c0@SNAKEBITE> Content-Type: text/plain; charset="iso-8859-1" I don't have to worry about the snow. I too have a 20 year old KR2 with the retracts. No door though. I did see yours at the gathering. I may make a set of doors. Lee ----- Original Message ----- From: To: "KRnet" Sent: Sunday, December 11, 2005 9:33 PM Subject: KR> Re:Wet Runways in the winter > > > Just a note to tell you about a flight that i made today in my KR that > > can remind all of us about what can happen if you don,t take ALL of > > the weather factors into concideration when you go flying. As a side > > note i probably have one of the last krs that still have the retracts. > > For those of you that made the gathering this year my KR was the one with > > the full clamshell gear doors. This is all relevent to the story. Flying > > a KR in the north in the winter means that you usually don,t have that > > many days that you can fly without freezing to death so you take everyday > > that you can get and today was such a day. The temp was in the mid 20,s > > with bright sun and not too much of a cross wind at the field where i > > base my plane. We had just had a large snow storm 2 days before but thr > > runway ws plowed with mostly bare pavement showing. As i taxied my plane > > to the active i passed over a lot of snow patches and damp spots on the > > black pavement. Takeoff was normal and. i headed for a local airport > > about 20 miles away. Ther was a lot of traffic at the field so i > > extended my upwind leg a ways to allow for spacing. After entering > > downwind i reached to lower the landing gear only to find that it was > > frozen solid in the up position. Pucker factor riseing rapidly at this > > point. After several min,s of trying i was begining to think that the > > only option was that i was giong to have to land on the ski runway on the > > belly. I tried one last dive with a sharp pullout while pulling to lower > > the gear at the same time when it finally broke loose. I proceeded to > > land and when i got out to look the wheel wells were full of ice from the > > snow and water that had splashed into them. I flew home with the gear > > extended with no further problems. Now i will have to get my plane into a > > heated hanger to melt all of the ice before i go flying again. This > > turned out to have a happy ending but it could have gone the other way > > with a plane that needed a lot of repairs. I have been flying this plane > > for 18 years and this is the first time that this has happened. It has > > given me a new preflight and taxi item to check. Maybe this will help > > someone else from having a similar problem. Kip > > > _______________________________________ > 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 > > > ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 347, Issue 508 *************************************** ================================== ABC Amber Outlook Converter v4.20 Trial version ==================================