Somehow my earlier post didn't. Resubmitting... > On February 4, 2015 at 11:19 AM Jeff Scott via KRnet <krnet at list.krnet.org> wrote: ... I suspect a lot of people on this list simply can't afford to get time in a similar handling plane with a similar configuration, or access to a similar plane simply may not be available. So you may have to learn your plane somewhat on the ground while you work up the courage to fly it. That's not the best method, but sometimes may be the only method available...
Jeff, You nailed this one on the head. Just try being 6'2", 200# and fitting into someone else's KR to get some stick time. It doesn't happen. We've beat the "what's similar" topic to death. There is nothing out there commonly available that you can rent with an instructor comes even remotely close to the stick sensitivity in a "plans-built" KR control system. At least that what I have found out. From my own experience, trying to learn my airplane and getting the courage up to fly did happen at the same time. I totally agree with your description of "it may be the only method available." I almost appealed to the list to see if I could get some stick time anywhere in the US before my first flight. My first landing ended up with a bent nose gear. My second takeoff had PIO that was very uncomfortable. Luckily, so far since then my learning curve has been successful. I expect we would have more successful (and less pucker-inducing) first flights in KRs if we had a training and transition method. It is available in RVs but they are cookie-cutter airplanes. This could be a strike against our "none of our KRs come from the same mold." I don't know how to solve the issue. Any ideas on improving our first-flights? John Bouyea/ N5391M/ OR81, just 25 nm away from KMMV... -----Original Message----- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Jeff Scott via KRnet Sent: Wednesday, February 04, 2015 8:20 AM To: krnet at list.krnet.org Subject: Re: KR> taxi testing > > > >>Do your high-speed taxi training after your plane has flown with a "genius" pilot. > > > > > Mark; > Very thoughtful response. Thanks. I am an A&P and a commercial pilot, so this question comes up every time we do a repair or modification on an aircraft...who should test-fly the plane? Who is paying me to take another risk in another beater Cessna 150? Which reminds me of a story... > When I was young and inexperienced in flying, I found myself in a gyrocopter at the end of a country airstrip, planning a high-speed taxi run to "get the feel" of my new ship. I had been running up and down the strip with partial throttle, learning to power up the rotor by gradually feeding in pitch as I advanced the throttle bit by bit. It was clear to me that I had good directional control, and I could feel the kinetic energy being stored in the rotor, so the next step was to gradually transfer weight from the wheels to the rotor with a little back pressure on the stick. What I didn't know, was what the very-brave and very-human pilot would do when the plane rocketed upwards at very low groundspeed with a fully spooled rotor. What a view as I lifted off! What an unforgettable experience! What an expensive, valuable lesson! I never did find my glasses or shoe ( wear laced shoes, not loafers, oh! and a helmet, not a baseball cap). Learn from other's, or relearn on your own...I was very lucky. Will you be? > Good Story Peter. I had an identical situation with an identical machine. The end result was that I paid to rebuild a gyrocopter and lost about an inch in stature with 5 fractures in my lower back. I survived thanks to a stout 5 point harness and good helmet. I wasn't going to comment on this thread, but will anyway. Just my opinion here. After about 3 runs down the runway with partial throttle, the airplane has already told you everything it's going to tell you. It sounds like we have lots of folks on here to want to learn to fly by doing repeated crow hops on the runway. If that's the case, you may want to seriously consider finding a test pilot for your aircraft and developing your skills a bit further with an aircraft with better known qualities. The repeated crow hops are more about developing pilot skills than learning the aircraft itself. Here's where reality sets in. I suspect a lot of people on this list simply can't afford to get time in a similar handling plane with a similar configuration, or access to a similar plane simply may not be available. So you may have to learn your plane somewhat on the ground while you work up the courage to fly it. That's not the best method, but sometimes may be the only method available. Ask yourselves this question. During WWII when the military was doing minimal training of pilots with Stearmans, T-6's, and at around 200 hours, putting them into a single seat fighter planes, how many fast taxi crow hops did the new pilots do with these fighters before they flew them? I think you'll find the answer was -0-. They spent time in a much simpler slower plane of similar configuration, then some serious time studying the Tech Orders (flight and operations manuals), then went out and flew the planes. I have test flown a fair number of aircraft. I don't think I've ever done more than 3 fast taxi runs. My goal for those runs was to learn when the controls come to life, when the instruments come to life, perhaps where the pitch trim needs to be set and how the plane handles up on it 's mains. With that accomplished, it's time to fly. I have never had a "flawless" first flight. But of all the things that have cropped up as problems during a test flight, none would have, or could have shown themselves by running around on the ground. -Jeff Scott Los Alamos, NM _______________________________________________ Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search. To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org please see other KRnet info at http://www.krnet.org/info.html see http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org to change options
