KR> "bad day" flight
- Mark Langford wrote: Tomorrow my buddies at work will say "betcha didn't get much flying in THIS weekend!", but they'll be wrong. Mark Let your buddies at work know that a bad day of flying is better than a good day at work. I also have to go outside to see what is taking off, landing or flying over. Good thing its a private airpark with few takeoff and landings or I never would get any work done. Jack Cooper - Mark Langford wrote: Tomorrow my buddies at work will say "betcha didn't get much flying in THIS weekend!", but they'll be wrong. > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html -- Jack Cooper Mosheim TN
KR> "bad day" flight
Darren Crompton wrote: >> It occured to me later that several hundred kids (who are as airplane crazy >> as I am) probably rushed out to see what kind of plane was flying over that >> fast, only to see it quickly disappear into the distance. >> > > > > I am no kid and I still do this. We have just had three F-18 Super Hornets > do some low passes along the nearby beach as part of today's Australia Day > celebrations. I live 6 miles south of the third busiest airport in > Australia, Moorabbin, YMMB. I am constantly peering skywards at aircraft > heading out or returning home. It is a great motivator. > > Cheers > I tend to do this mostly when i here that distinct whine on the C5's engines. That behemoth is STILL impressive to this day. -- Glenn Martin KR2 N1333A Biloxi, MS
KR> "bad day" flight
> Tomorrow my buddies at work will say "betcha didn't get much > flying in THIS weekend!", but they'll be wrong. I flew both > Saturday and today. It was windy yesterday, but a good day to > practice crosswind landings. >Mark Langford +++ I think I just identified a need at the next Gathering. Therapist and intervention sessions !!! :-) :-) I just got my first "KR fix" last week after 7 weeks on the ground. I passed my bi-annual and then took the KR for a ride. Even after 340 hours in the KR, I'm still amazed at how much more fun the KR is to fly than a C-172. Larry Flesner
KR> "bad day" flight
Mark , I am constantly learning or remembering lessons learned by reading your posts. In this case , I am reminded of something I learned long ago, but had forgotten90% of all engine problems or failures occur during the first or a subsequent power reduction. My own uneventfull engine failures over the 30yrs of my flying confirm those statistics. Thank You for the reminder! John Edwards at mykitlog.com/kapowsin Mark Langford wrote: > > It occured to me afterwards that in the interest of preserving my own butt, > I never touched the throttle or mixture once I got to the altitude I was > planning on flying at...about 2000'. I did a lot of turns and whipping back > and forth, but didn't mess with those knobs on the panel. If I don't pull > or push on those cables, they're not going to come loose and leave me in a > compromising position. > > Mark Langford > N56ML "at" hiwaay.net > website at http://www.N56ML.com > > > ___ > Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > > >
KR> "bad day" flight
Hmm. I've only had one engine failure in the last 33 years of flight. I was cranking along at night in normal cruise about 10 miles out from the airport when a sleeve slid out of a cylinder into the crankshaft, which firmly drove it back into the cylinder taking the crown of the piston along with it. From there on very bad sounds and smells emanated from the engine as it shed parts and dropped from 6 to 5 to 4 to 3 cylinders. However, the remaining three cylinders on the opposite side of the engine provided enough power to extend the glide just enough to make the airport. The only engine control failure I've had happen in that time was a carb heat control that hung in my KR last fall due to a crease worn into the carb heat control arm by having the cable vibrating against it. Jeff Scott Los Alamos, NM N1213W -- John C Edwards wrote: Mark , I am constantly learning or remembering lessons learned by reading your posts. In this case , I am reminded of something I learned long ago, but had forgotten90% of all engine problems or failures occur during the first or a subsequent power reduction. My own uneventfull engine failures over the 30yrs of my flying confirm those statistics. Thank You for the reminder! John Edwards at mykitlog.com/kapowsin Click for air conditioner info, reduce energy costs, affordable prices. http://thirdpartyoffers.juno.com/TGL2141/fc/PnY6rw1sp2zfa1cRh7DvRtEBtnkxbCI3D15i7oVH8JQf5RWQGMVW4/
KR> Nice to talk to someone at my stage of the game
I love reading all the posts from those who have finished and are flying and making modifications, but it sure was nice to talk to someone I met through this list who is just getting started like I am. I spoke with Dave from MN for awhile on the phone and it was nice to hear him thinking about some of the same things I am. I am learning as I go. I just spent two hours measuring the 88" spar for the HStab and I am off 1/8" on the last hole. Now my measuring is getting better, but obviously needs some improvement. I don't mind spending two hours measuring and re-measuring, but in the end I want it to be right. I just read in Jack Lambie's book that 4 or 5 hours after laying up the fiberglass I should trim the excess. I wish I would have read that before. I let some overhang completely cure and now I am using sheet metal sheers to cut the excess. I am still loving it. -Kurt 40+ hours and counting.
