KR> Re: Prop (flight adjustable)
Hi Sid, Thanks for youre sponce. Sorry for my late. I know it is much more complex with the in flight adjustable. It will cost you more mony an weight ( 2000 $ / 16LBS). But if there is not that much different in the numbers I think I will plan the ground adjustible on the 95 HP. Tanks Stef. Stef and Ted are building the KR-2S see http://www.masttotaalconcept.nl/kr2 Van: krnet-bounces+stefkr2=kpnmail...@mylist.net namens smwood Verzonden: wo 30-11-2011 15:17 Aan: kr...@mylist.net Onderwerp: KR> Re: Prop (flight adjustable) An in flight adjustable prop is something like an automatic transmission in a car. You can better match the takeoff, climb and cruise performance for your engine and airframe. It works great on a 215 horsepower T-34B. However, a KR-2S application may be somewhat unknown. Down side is the increased weight and complexity plus there is another control to properly use. You can also easily destroy an engine with improper use of the prop pitch control. Some engines, such as the direct drive VW, will not long tolerate the heavier weight and gyro loading of a controllable pitch prop trying to break the crank shaft. Sid Wood Tri-gear KR-2 N6242 Mechanicsville, MD, USA smw...@md.metrocast.net --- What is your experiance about the in flight adjustible prop? Is it wirth the weight and money? Or should I buy next year(S) a ground adjustible 3 blade. I planned a 95 HP engine. Stef Stef and Ted are building the KR-2S see http://www.masttotaalconcept.nl/kr2 ___ 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> RE: short span aircraft
In a message dated 12/20/2011 1:13:55 P.M. US Eastern Standard Time, gmisyst...@cox.net writes: Barney Wainfan of Wind Tunnel in Kit planes a few years ago wrote an article extolling the possible advantages of low aspect design. The article can probably be located in the Kitplanes' archives. About five years ago or so if memory serves. John Milland ___ 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> Learning to fly... in a KR?
At 11:12 AM 12/20/2011, you wrote: >Hi folks, > Anyone on the list have any words for an aspiring pilot and KR > enthusiast about taking part/all of the private pilot instruction in a KR? >Rich + My opinion is that the KR, in it's original form, is less than an ideal training aircraft. The 2S with some mods like wider fuselage, more power, dual controls, and tri-gear might be o.k. I think you would be placing more obstacles in your path going that route than is necessary. Insurance, instructors, check pilots, to name a few. There is much more in learning to fly than controlling the airplane. The KR is a GREAT flying airplane that any competent pilot can fly but it would be like using a Chevy Corvette for a drivers training car. Just not a good way to start. There may be a number of options available to you, depending on where you live, to keep the cost of getting a license a low as possible. Check out all the possibilities. Larry Flesner
KR> FS unflown diehl gear , obrien brakes and axles, with used wheels, tires and tubes
At $1050, my original asking price was only a 25% discount, approximately. Considering that a prospective buyer has no recourse back to a dealer if he buys from me, perhaps my price should be lower. The legs have already been drilled, and that perhaps a buyer might want to fill with flox and re-drill the holes, there's some risk to the buyer. Sure, you're getting three tubes and used wheels, albeit with new bearings, and some tires you can use on the ground until you get new ones to fly with, but there's not much value there. One shopper said I was asking more than he thought he wanted to pay, which caused me to think. I've rethought my marketing strategy, and reset the price point. I don't know what that means, exactly, but maybe my price is now more in line with what a prudent buyer would pay. $800 and free freight in CONUS. That's about 60 per cent of brand new. If no one buys at that price, maybe I'll make a wheelbarrow or stick 'em on a hovercraft or something...
KR> Learning to fly... in a KR?
Rich, As a CFII for 28 years now I may be able to shed some light on this. First off all experience is good experience. Over the years I have soloed a few students in experimental aircraft that were students and not private pilots. There's nothing illegal about it. It takes more time to do though typically because of the increased performance over aircraft designed for training. The big problem will be getting a CFI to sign you off for solo in an aircraft with that much performance. I would have no problem in a Sonex but I would have second thoughts in a KR. Next would be getting an examiner to give you a check ride. We were lucky to get an examiner to do a check ride in a Velocity with someone last year. Doing part of it in the KR as you suggest is fine and encouraged as long as you have dual controls. The other issue is the CFI must have 5 hours in type before he can instruct in it. And he must be small in size. In flight instruction and check rides the term certificated means that it has an airworthiness certificate and not a temporary. The pilot who flys off the restricted time must be at least licensed in class, ie LSA, Private, Recreational etc. Victor Taylor CFII Irvington, Al. Sent from my iPhone On Dec 20, 2011, at 11:12 AM, Rich Angel wrote: > Hi folks, > Anyone on the list have any words for an aspiring pilot and KR > enthusiast about taking part/all of the private pilot instruction in a KR? > Thanks, > > Rich > ___ > 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> Learning to fly... in a KR?
IIRC you can't fly an experimental until you have at least a PPL. So for solo (At a minimum), they'd have to use a certificated aircraft On 12/20/2011 9:42 PM, Rich Angel wrote: > Hi folks, > Anyone on the list have any words for an aspiring pilot and KR > enthusiast about taking part/all of the private pilot instruction in a KR? > Thanks, > > Rich > ___ > 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> RE: short span aircraft
Barney Wainfan of Wind Tunnel in Kitplanes a few years ago wrote an article extolling the possible advantages of low aspect design. The article can probably be located in the Kitplanes' archives. About five years ago or so if memory serves. John Milland
KR> Learning to fly... in a KR?
Hi folks, Anyone on the list have any words for an aspiring pilot and KR enthusiast about taking part/all of the private pilot instruction in a KR? Thanks, Rich
KR> flying stories ?
Nice story Jeff, Goes to say don't linger on the runway and always look for traffic, even while on the ground. They may not have a radio or might be tuned in wrong. Once I was doing engine out practice and while on short final a Lear taxied out onto the runway for take off. Good thing I could make the go around call. He answered back with "sorry" yet still beat me to the end of the runway. Steve Phillabaum -Original Message- From: Jeff York To: KRnet Sent: Tue, Dec 20, 2011 9:26 am Subject: Re: KR> flying stories ? lying stories, This may not be a flying a KR story but, I had a KR in my plans and dreams at he time. It was nearly 20 years ago when I was taking flying lessons that this nteresting flying event took place. I learned to fly in northern Indiana. The mall community airport I flew out of rarely if ever plowed the snow on the unways in the winter. On this very chilli morning I arrived at the airport to ind that the Cessna 152 I flew had the radios removed for service. So, I walked ack into the FBO with my head low because I figured there would be no flying or me today. I was greeted by a flight instructor and I informed her that there ere no radios in the 152 so I guess I couldn't fly. She quickly responded by aying no Jeff, you can fly without the radios because you will not be flying nto any controlled airspace and the regs do not require you to have them, so ou don't need them. So, I thought, ok. I am going flying. o, I jumped in the 152 fired her up and took off for a morning of building solo ime. hat morning the temps outside were about 10 below zero. The runways had several nches of packed snow and my trainer always told me to be very cautious with the se of brakes when on ice and snow. o, being a young and dumb student, I took off knowing that local traffic would e light as I had often found myself to be the only one dumb enough to fly in ome of the weather conditions I flew in. Always VFR but sometimes right on the dge of barely being VFR or being extremely cold or windy. In other words, I igured it would be another day when I would be the only one flying. ff I went with a heading northwest to our practice area. So, I got settled in o enjoy the views of all the deep snow and the thrill of being in the air. But, s a dumb student pilot, I paid little attention to how far I had flown and uddenly found myself far outside my student area and I could see the Chicago kyline. Well, it was time to turn around and I had to radios to contact Chicago o I better get out of the area. o, here I am at about 4500 feet way outside my flying area and with no radios hen I decided , Hey ! I probably should start lowering my altitude in reparation for getting back toward my airports pattern altitude. o, I put in some carb heat, pull back on the throttle and suddenly the motor tarts shaking and the whole plane shakes so bad I can barely make out the anel. I check mixture, carb heat and throttle thinking maybe I have some carb ce but nothing seems to make the plane stop shaking. Well, full throttle seemed o get everything back in order so I continued on and decided the best way to et down was to do a series of dives then shallow them out until I got back down o pattern altitude by the time I made it back to my airport. I try a couple ore times to pull back on the throttle and I get the same bad results. hen the thoughts came into my head. What if I got back to my airport and there ould be an airplane on the runway and I had an engine out and no radios to warn nyone ? What if anyone was out practicing and they might be back taxiing and I urn final and the engine quits ? ell, I get back to the airport, I am at pattern altitude when what do you know? here's the local flying clubs Piper 180 smack in the middle of the runway just itting still. 3000 feet of runway and I have about 1500 of ice covered runway o land and get stopped. Lets hope I dont loose the engine, lets hope I dont ver shoot my target landing point, lets hope they dont decided to turn around nd back taxi the active runway. ell, I held the power in long enough, its time to pull the power and hope for he best. Well, I put in carb heat. The plane starts shaking and then the motor uits. I remember my training which says, fly the plane. I dont have enough ltitude to really do a lot of checking and time to do much to attempt to estart the engine so I concentrate on flying and landing and keeping my eye on he piper 180 hoping it doesnt attempt to do a 180 back taxi and hoping I dont ver shoot and hoping I dont have to use much of my brakes on the icy snow overed runway. Here it goes God, be my co-pilot, since I have no radio, please llow me to land without that other plane turning around. come down, flare, cant see the Piper now so I can only hope it didnt start to ack taxi. I nail my target landing spot right on, avoid the temptation to slam n the brakes and hope that all the fla
KR> My flying story -also not KR
I hate to air my dirty laundry...but here goes. Ok let me set the scene for you. Student pilot, 25 hrs TT, been taking lessons @ Keesler AFB in Miss, move to Dover AFB in Del and now flying from Smyrna Apt a grass strip in Oct '84. So anyway I take off after my new instructor checks me out for solo again. Fat dumb and happy and overly confident as many students are I take to the air. Cold air that is, probably 45-50 degrees that day. So, I am doing pattern work because grass is a new thing for me after spending all that time on the paved AF runway in the south where I had not seen a temperature below 75 degrees. I am on final to RWY 9 having successfully dodged the water tower on base, glide path seems a bit low but that's no problem. Back at Keesler we had that big 500' overrun with a nice cushion of hot air to flare in. So in my mind I am thinking just flare and float and wait and it will all work out. So I flare 100 feet short and immediately settle into the newly cut corn field. Damn! Not what I expected and it got bumpy quick but that was not the worst of it. Coming up fast was the last furrow of the field and it was probably 12 inches higher than the grass runway. So all I could do was haul back on the yoke and hope it would pop over the furrow... It worked... I taxied in to the parking spot, shut her down, and promptly told my instructor what had happened. I pretty much had figured out what happened at this point but we talked about it and he asked if I needed more dual and I declined. Live and Learn
KR> kr-2s plans
Just a note: I read a great deal about plans being slow to be delivered and the understandable anxiety that comes along with that. I got my plans in July of 2008, and my KR2 with her original plans in Oct of 2008 (so I can build a KR2S later if I so desire). I made the decision that I really didn't need to be putting a lot of time into my KR until I got all my certification in line (PPL and tailwheel endorsement). I'm a very "Linear" thinker. i don't multitask well, and thus I do best when I concentrate on one project at a time. In the ensuing 3 years I did some small things on N1333A, but mostly let her sit in the garage, waiting for her time. I spent a great deal of time reading about the others on the KR Net, the KR Newsletters, Mosler, Hapi, Aerovee, ESPECIALLY Great Plains and showing up at my EAA chapter religiously (oh yeah..lets not forget attending at least ONE KR fly -in). As I got closer to the day of getting my tail wheel endorsement I began getting N1333A prepped for the beginning of her transformation back to a flying KR. So far, just in her dis assembly I am finding improvements I can make (Quality that is) and I know now how to go about accomplishing those improvements. This is because I spent LOTS OF TIME from 2008 until now LEARNING FROM OTHERS, PUTTING TOGETHER MY BUILD PLAN, AND GATHERING RESOURCES. N1333 is not a bad plane, but she has the tell tale signs of someone (actually a lot of someones) who didn't exercise patience. Don't be like that. Exercise it from beginning to however far you get. Remember that you are not building a plane, you are building a pile of parts, and be pleased with each individual part you build. One day, God willing, you'll have enough parts to put together an airplane. While waiting for your plans, read everything you can from the KRnet (your single most valuable resource). The biggest asset you can have is patience. -- Glenn Martin, KR2 N1333A, Biloxi, MS
KR> flying stories ?
Flying stories, This may not be a flying a KR story but, I had a KR in my plans and dreams at the time. It was nearly 20 years ago when I was taking flying lessons that this interesting flying event took place. I learned to fly in northern Indiana. The small community airport I flew out of rarely if ever plowed the snow on the runways in the winter. On this very chilli morning I arrived at the airport to find that the Cessna 152 I flew had the radios removed for service. So, I walked back into the FBO with my head low because I figured there would be no flying for me today. I was greeted by a flight instructor and I informed her that there were no radios in the 152 so I guess I couldn't fly. She quickly responded by saying no Jeff, you can fly without the radios because you will not be flying into any controlled airspace and the regs do not require you to have them, so you don't need them. So, I thought, ok. I am going flying. So, I jumped in the 152 fired her up and took off for a morning of building solo time. That morning the temps outside were about 10 below zero. The runways had several inches of packed snow and my trainer always told me to be very cautious with the use of brakes when on ice and snow. So, being a young and dumb student, I took off knowing that local traffic would be light as I had often found myself to be the only one dumb enough to fly in some of the weather conditions I flew in. Always VFR but sometimes right on the edge of barely being VFR or being extremely cold or windy. In other words, I figured it would be another day when I would be the only one flying. Off I went with a heading northwest to our practice area. So, I got settled in to enjoy the views of all the deep snow and the thrill of being in the air. But, as a dumb student pilot, I paid little attention to how far I had flown and suddenly found myself far outside my student area and I could see the Chicago skyline. Well, it was time to turn around and I had to radios to contact Chicago so I better get out of the area. So, here I am at about 4500 feet way outside my flying area and with no radios when I decided , Hey ! I probably should start lowering my altitude in preparation for getting back toward my airports pattern altitude. So, I put in some carb heat, pull back on the throttle and suddenly the motor starts shaking and the whole plane shakes so bad I can barely make out the panel. I check mixture, carb heat and throttle thinking maybe I have some carb ice but nothing seems to make the plane stop shaking. Well, full throttle seemed to get everything back in order so I continued on and decided the best way to get down was to do a series of dives then shallow them out until I got back down to pattern altitude by the time I made it back to my airport. I try a couple more times to pull back on the throttle and I get the same bad results. Then the thoughts came into my head. What if I got back to my airport and there would be an airplane on the runway and I had an engine out and no radios to warn anyone ? What if anyone was out practicing and they might be back taxiing and I turn final and the engine quits ? Well, I get back to the airport, I am at pattern altitude when what do you know? There's the local flying clubs Piper 180 smack in the middle of the runway just sitting still. 3000 feet of runway and I have about 1500 of ice covered runway to land and get stopped. Lets hope I dont loose the engine, lets hope I dont over shoot my target landing point, lets hope they dont decided to turn around and back taxi the active runway. Well, I held the power in long enough, its time to pull the power and hope for the best. Well, I put in carb heat. The plane starts shaking and then the motor quits. I remember my training which says, fly the plane. I dont have enough altitude to really do a lot of checking and time to do much to attempt to restart the engine so I concentrate on flying and landing and keeping my eye on the piper 180 hoping it doesnt attempt to do a 180 back taxi and hoping I dont over shoot and hoping I dont have to use much of my brakes on the icy snow covered runway. Here it goes God, be my co-pilot, since I have no radio, please allow me to land without that other plane turning around. I come down, flare, cant see the Piper now so I can only hope it didnt start to back taxi. I nail my target landing spot right on, avoid the temptation to slam on the brakes and hope that all the flaps and drag slow me down as I very slightly begin to apply the brakes. I get stopped, 10, 20 30 feet or more to spare. The Piper 180 is sitting there never aware of what was happening behind them. I open the door, fall to the ground, knees shaking from all the adrenalin and I kiss the snow and thank God for letting me make it even though I was to stupid to know better. A couple of days later I return to the airport to get back in the saddle. When I arrive I am told the
