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. Happy flying... Colin Rainey brokerpilot9...@earthlink.net EarthLink Revolves Around You.
