From: To: Subject: krnet Digest 28 Dec 2002 13:32:19 -0000 Issue 592 Date: Saturday, December 28, 2002 5:33 AM krnet Digest 28 Dec 2002 13:32:19 -0000 Issue 592 Topics (messages 14102 through 14122): Re: tailwheel flying/ Landing speed 14102 by: Serge F. VIDAL 14103 by: Dan Heath Re: Sand Blast 14104 by: Mark Langford 14120 by: David McKelvey tailwheel flying/ Landing 14105 by: GoFlySlow2.aol.com Re: Kr flyers Europe 14106 by: Greg Martin Re: 3d drawing of KR2S 14107 by: Jeff York Filters 14108 by: Eric Evezard 14111 by: Brian Kraut Plans 14109 by: Leigh Plymale 14112 by: B Wunder Re: tailwheel flying 14110 by: Robert X. Cringely 14113 by: AviationMech.aol.com 14114 by: Sky Rider 14115 by: Dan Heath 14116 by: Flymaca711689.aol.com Re: The Tail dragger demon 14117 by: Dan Heath Re: KR Landings 14118 by: Dan Heath Last 2 messages 14119 by: Dan Heath Tailwheel/Landing 14121 by: Tlongcrier.aol.com Looking for 14122 by: Bill Administrivia: To subscribe to the digest, e-mail: To unsubscribe from the digest, e-mail: To post to the list, e-mail: ---------------------------------------------------------------------- Date: Fri, 27 Dec 2002 14:49:43 +0200 To: From: "Serge F. VIDAL" Subject: Re: KR> tailwheel flying/ Landing speed Message-ID: <008301c2ada6$cdc659e0$f90027c4@co.za> Well, I usually touch down anywhere between 85 mph and 70 mph. I know most guys consider this way too high, but I found it the only way to land nicely. Serge ----- Original Message ----- From: Phillip Matheson To: Sent: Friday, December 27, 2002 12:31 PM Subject: Re: KR> tailwheel flying/ Landing speed > Serge wrote > Also, the speed at > > landing is much higher. > ------------------------------- > > What do you call a high landing speed in your KR Serge ???? > > > Phil Matheson > matheson@dodo.com.au > 61 3 58833588 > See our engines at: > http://www.vw-engines.com/ > > > > > > --------------------------------------------------------------------- > To post to the list, email: krnet@mailinglists.org , NOT "reply all" > > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org > For additional commands, e-mail: krnet-help@mailinglists.org > > See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp > or http://www.bouyea.net/ for the Word files > ------------------------------ Date: Fri, 27 Dec 2002 08:37:53 -0800 (Pacific Standard Time) To: From: "Dan Heath" Subject: Re: KR> tailwheel flying/ Landing speed Message-Id: <3E0C81E1.00006F.01256@dan> --------------Boundary-00=_57ESG0R712S000000000 Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_67ESBAV712S000000000" --------------Boundary-00=_67ESBAV712S000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable In the Little Beast, I crossed the numbers at around 80. Don't know what touchdown was, cause I didn't have time to look. I was always told by th= e hanger flyers, that I landed way too fast.=0D =0D -------Original Message-------=0D =0D From: KRnet@mailinglists.org=0D Date: Friday, December 27, 2002 04:53:13 AM=0D To: KRnet@mailinglists.org=0D Subject: Re: KR> tailwheel flying/ Landing speed=0D =0D Well, I usually touch down anywhere between 85 mph and 70 mph. I know mos= t=0D guys consider this way too high, but I found it the only way to land nice= ly.=0D =0D Serge=0D =0D ----- Original Message -----=0D From: Phillip Matheson =0D To: =0D Sent: Friday, December 27, 2002 12:31 PM=0D Subject: Re: KR> tailwheel flying/ Landing speed=0D =0D =0D > Serge wrote=0D > Also, the speed at=0D > > landing is much higher.=0D > -------------------------------=0D >=0D > What do you call a high landing speed in your KR Serge ????=0D >=0D >=0D > Phil Matheson=0D > matheson@dodo.com.au=0D > 61 3 58833588=0D > See our engines at:=0D > http://www.vw-engines.com/=0D >=0D > >=0D >=0D >=0D > ---------------------------------------------------------------------=0D > To post to the list, email: krnet@mailinglists.org , NOT "reply all"=0D >=0D > To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org=0D > For additional commands, e-mail: krnet-help@mailinglists.org=0D >=0D > See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp=0D > or http://www.bouyea.net/ for the Word files=0D >=0D =0D =0D ---------------------------------------------------------------------=0D To post to the list, email: krnet@mailinglists.org , NOT "reply all"=0D =0D To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org =0D For additional commands, e-mail: krnet-help@mailinglists.org=0D =0D See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp=0D or http://www.bouyea.net/ for the Word files=0D =0D =2E=20 --------------Boundary-00=_67ESBAV712S000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
In the Little Beast, I crossed the numbers at around 80.  Don't= know what touchdown was, cause I didn't have time to look.  I was a= lways told by the hanger flyers, that I landed way too fast.
 
-------Original Message-------
 
Date: Friday, Dece= mber 27, 2002 04:53:13 AM
Subject: Re: KR>= ; tailwheel flying/ Landing speed
 
Well, I usually touch down anywhere between 85 mph and 7= 0 mph. I know most
guys consider this way too high, but I found it the= only way to land nicely.

Serge

----- Original Message ----= -
From: Phillip Matheson <m= atheson@dodo.com.au>
To: <KRnet@mailinglists.org>
Sent: Friday, December 27, 2002= 12:31 PM
Subject: Re: KR> tailwheel flying/ Landing speed

<= BR>> Serge wrote
> Also, the speed at
> > landing is mu= ch higher.
> -------------------------------
>
> What d= o you call a high landing speed in your KR Serge ????
>
>
= > Phil Matheson
> mathes= on@dodo.com.au
> 61 3 58833588
> See our engines at:
&= gt; http://www.vw-engines.com/=
>
> >
>
>
> ---------------------------= ------------------------------------------
> To post to the list, e= mail: krnet@mailinglists.org , NOT "reply all"
>
> To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.o= rg
> For additional commands, e-mail: krnet-help@mailinglists.org
>
> See= the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp
> or http://www.bouyea.net/ for the Word files
&= gt;


----------------------------------------------------------= -----------
To post to the list, email: krnet@mailinglists.org , NOT "reply all"

To UNsubs= cribe, e-mail: krne= t-unsubscribe@mailinglists.org
For additional commands, e-mail: <= A href=3D"mailto:krnet-help@mailinglists.org">krnet-help@mailinglists.org=

See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp
or http://www.bouyea.net/ for the Word = files

.
--------------Boundary-00=_67ESBAV712S000000000-- --------------Boundary-00=_57ESG0R712S000000000-- ------------------------------ Date: Fri, 27 Dec 2002 10:25:24 -0600 To: From: "Mark Langford" Subject: Re: KR> Sand Blast Message-ID: <000e01c2adc4$8f7f6000$0a00a8c0@800Athlon> Pat Driscoll wrote: >>I'm about to start cleaning up my engine and I thought I'd like to polish the top cover (Alum.) and the push rod tubes and the end covers, (maybe even the case). Do I use sand first and then glass bead or should I go with walnut and then glass or,,, sand, walnut, then glass. Any Ideas?<< I used walnut hulls to clean my entire engine. It looks new now, and it took everything off that I needed it to, so personally, I'd recommend that. With walnuts you'd have to try pretty hard to actually remove good solid aluminum, but it quickly removes the oxides and other ugly stuff. I don't think you'd want to use sand anywhere on an engine, and even glass beads can be a bad thing in your oil passages, which is another reason to go with walnut hulls... Mark Langford, Huntsville, AL mailto:langford@hiwaay.net see KR2S project at http://home.hiwaay.net/~langford ------------------------------ Date: Fri, 27 Dec 2002 20:45:45 -0600 To: From: "David McKelvey" Subject: RE: KR> Sand Blast Message-ID: I wouldn't use sand or glass, I've blasted aluminum with plastic bead with good results though I think walnut hull would be more abrasive(had to use what the book says). Dave -----Original Message----- From: Patrick Driscoll [mailto:patrick36@usfamily.net] Sent: Thursday, December 26, 2002 10:29 PM To: KR Net Mail Subject: KR> Sand Blast I'm about to start cleaning up my engine and I thought I'd like to polish the top cover (Alum.) and the push rod tubes and the end covers, (maybe even the case). Do I use sand first and then glass bead or should I go with walnut and then glass or,,, sand, walnut, then glass. Any Ideas? Pat Driscoll patrick36@usfamily.net ------ http://USFamily.Net/info - Unlimited Internet - From $8.99/mo! ------ ------------------------------ Date: Fri, 27 Dec 2002 11:48:51 EST To: KRnet@mailinglists.org From: GoFlySlow2@aol.com Subject: KR> tailwheel flying/ Landing Message-ID: --part1_d0.3239ae57.2b3dde73_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit I have found the landing characteristics of my particular KR-2 to be better in the tailwheel landing first scenario. I approach on final at 80mph. Short final at idle gradually decreasing speed to 70-60 mph. I fly the plane at idle on short final to just above the ground.(Approx 3-5 feet) As speed bleeds off, continue to keep her just off the ground (without ballooning) by raising the the nose. Speed continues to bleed off. The appearance/attitude will be like that of the plane at taxi or slightly higher. Maintain that attitude and feel the tail wheel touch first followed immediately by the mains. Gently, smoothly and slowly give full back stick pressure and allow the plane to slow down. (dancing on the rudders to maintain directional control) My touch down speeds are 45-50 mph. and feel VERYmuch more stable on roll out than when landing on the mains. Also, Much less runway is used up as the attitude of the airplane acts as an airbrake. New specs since engine conversion Engine: VW 2180 GPAS conversion - HAPI, Single Slick Mag Gear: Retractable Length: 15'2" Span 23"4" Area 93 sq ft Prop: 54"x48 Sterba Fuel: 14.25 Gallon header, 100% useable. Top Speed: 160 MPH Cruise 145-155MPH Stall max power: 40 mph indicated Stall at idle: 45 mph indicated Empty weight: 674 pounds. http://hometown.aol.com/goflyslow2/myhomepage/personal.html http://www.angelfire.com/biz6/MFM/JeanieKR2.jpg http://mywebpage.netscape.com/n886mj/ChuckScrivner.html Chuck --part1_d0.3239ae57.2b3dde73_boundary-- ------------------------------ Date: Fri, 27 Dec 2002 21:03:24 -0800 To: From: Greg Martin Subject: Re: KR> Kr flyers Europe Message-ID: <002b01c2ae2e$9ad0d0a0$6401a8c0@user> I have a cowling for a 1835VW for a KR1 if your interested in buying it. I want $450.00 for it. Greg Martin idrawtobuild@ncinternet.net ----- Original Message ----- From: "Preben Rafn-Larsen" To: "kr mailinglist.org." Sent: Wednesday, December 25, 2002 9:38 AM Subject: KR> Kr flyers Europe hi, Merry christmas to all of you. I wonder whether there are some KR -1 flyers in Europe? I have been building an Kr -1 since 1982 undtil 1996 ,where I start building an RV-6A , which I am now flying . Now I would like to finish the Kr -1 and need some good advice and inspiration from others builders. best regards Preben Rafn- Larsen Copenhagen, Denmark. ------------------------------ Date: Fri, 27 Dec 2002 12:23:35 -0500 To: KRnet@mailinglists.org From: "Jeff York" Subject: Re: KR> 3d drawing of KR2S Message-ID: Was there an attachment I didn't get it. >From: Justin >Reply-To: KRnet@mailinglists.org >To: KRnet >Subject: KR> 3d drawing of KR2S >Date: Wed, 25 Dec 2002 22:31:23 -0600 > >If anyone wnats this file let me know. It is open in a 3d program called >truespace. DXF format. > >Justin > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp >or http://www.bouyea.net/ for the Word files _________________________________________________________________ MSN 8 limited-time offer: Join now and get 3 months FREE*. http://join.msn.com/?page=dept/dialup&xAPID=42&PS=47575&PI=7324&DI=7474&SU= http://www.hotmail.msn.com/cgi-bin/getmsg&HL=1216hotmailtaglines_newmsn8ishere_3mf ------------------------------ Date: Fri, 27 Dec 2002 19:38:36 +0200 To: "KR MAIL" From: "Eric Evezard" Subject: Filters Message-ID: <000801c2adcf$03fc5820$3fce07c4@erick> ------=_NextPart_000_0005_01C2ADDF.8CB0BB60 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Hi Netters, The Revmaster engine handbook shows an excellent Ram Air system which is = very easy to construct.Some claim an extra 200 to 500 rpm when using = this system.On the ground the air is filtered but once airborne the = system passes through the middle of the cylindrical tube type = filter,under pressure,direct to the carb.The butterfly valve must be = either fully closed to stop ram air or fully open to allow ram = air.Anything in between will cause unwanted turbulence at the carb.The = butterfly valve is either set horizontal(ram air) or vertical (filtered = air) Mine is spring loaded in ram air and uses a mixture cable to pull = the valve and twist and lock in the filtered air position.It is quite a = popular system. Best Regards, Eric Evezard, South Africa ------=_NextPart_000_0005_01C2ADDF.8CB0BB60-- ------------------------------ Date: Fri, 27 Dec 2002 12:02:23 -0800 To: KRnet@mailinglists.org From: "Brian Kraut" Subject: Re: KR> Filters Message-ID: I looked at it on Revmaster's web site. http://www.fortunecity.com/marina/anchor/270/rev.html It is a very interesting looking design. It looks from the picture like you get filtered air from inside the cowling when the butterfly is closed. Apparently this air from inside the cowl is also warmer so it is like carb heat also. In normal flight the butterfly is open and you get direct ram air that does not go through the filter. Looks like some of the excess pressure from the ram tube will go out the filter and into the cowl. A little weird, but it is sort of like a self cleaning filter. I am not sure if I have the operation correct just looking at the picture. Is this how it works? I also asume that you put it in the ram air position during take off or very soon afterwards so you get more power from the cooler ram air. ------------------------------ Date: Fri, 27 Dec 2002 12:48:37 -0500 To: From: "Leigh Plymale" Subject: Plans Message-ID: <004001c2add0$2f31f080$14853518@chvlva.adelphia.net> ------=_NextPart_000_003D_01C2ADA6.4607FC20 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Do the new plan sets for the KR2S fron RR contain the plans for the new = wing airfoil. I want to order my Christmas Present Leigh flyboy232@adelphia.net ------=_NextPart_000_003D_01C2ADA6.4607FC20-- ------------------------------ Date: Fri, 27 Dec 2002 17:24:37 -0500 To: From: "B Wunder" Subject: Re: KR> Plans Message-ID: <003201c2adf6$c021dd00$eee5150a@oemcomputer> Leigh, When you order the plans, you will get the stock KR 2 construction manual and drawings for the airfoil templates of the RAF 48 wing I ordered a set of templates for the new airfoil from TET - which has now gone out of business, so I don't know what the probability of getting a set is. Mark Langford has a lot of information and the coordinates for the new airfoil on his web page at http://home.hiwaay.net/~langford/as504x.html r/Bernie Lexington Park, MD KR2S builder (290 hrs and counting) ----- Original Message ----- From: "Leigh Plymale" To: Sent: Friday, December 27, 2002 12:48 PM Subject: KR> Plans Do the new plan sets for the KR2S fron RR contain the plans for the new wing airfoil. I want to order my Christmas Present Leigh flyboy232@adelphia.net ------------------------------ Date: Fri, 27 Dec 2002 10:46:02 -0800 To: KRnet@mailinglists.org From: "Robert X. Cringely" Subject: RE: KR> tailwheel flying Message-Id: A Luscombe is goo, but a Pitts S-2 is better. In my experience, though, low time pilots seem to have an easier KR transition than do high time pilots who have only tricycle experience. Bob >I have never flown a KR... BUT I have flown MANY different types of >tailwheel aircraft ( The largest being a JU-52).. I found the Citabria to be >about the easiest conventional gear aircraft there is... almost TOO easy >for a proper tailwheel transition trainer.. get some time in a Luscombe >before you try a KR.. > >Vince > >-----Original Message----- >From: Brian Kraut [mailto:engalt@earthlink.net] >Sent: Thursday, December 26, 2002 1:25 PM >To: krnet@mailinglists.org >Subject: KR> tailwheel flying > > >I had my first tailwheel lessons in a Citabria Saturday. I had no idea that >a plane could be that hard to keep anywhere near the centerline with the >tailwheel off the ground. It is a little like trying to ballance on your >tippy toes of one foot on the head of a pin. Fortunately, I had a good >instructor and the zen thing happened and me and the plane connected after >about an hour and a half. > >Is there anyone out there that has flown a Citabria or something similar and >a tailwheel KR that can tell me how they compare? > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp >or http://www.bouyea.net/ for the Word files > > >--------------------------------------------------------------------- >To post to the list, email: krnet@mailinglists.org , NOT "reply all" > >To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org >For additional commands, e-mail: krnet-help@mailinglists.org > >See the KRNet archives at http://www.maddyhome.com/krsrch/index.jsp >or http://www.bouyea.net/ for the Word files -- ------------------------------ Date: Fri, 27 Dec 2002 19:55:08 EST To: KRnet@mailinglists.org From: AviationMech@aol.com Subject: Re: KR> tailwheel flying Message-ID: <84.5b2adb6.2b3e506c@aol.com> --part1_84.5b2adb6.2b3e506c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 12/26/2002 7:46:33 PM Eastern Standard Time, danrh@alltel.net writes: > you do not want to let the tail > touch down until you can't hold it up any longer. I have only flown two tail wheel aircraft the first, my KR at 60 hours total pilot time and the other a Cessna L19 bird dog. The above statement is true in both cases. the KR is a short arm aircraft and the L19 has a long arm. I turn base at 80 and with flaps down slow to 65 or less for an over the fence speed. I usually try to land on the mains and fly the tail until it drops. Some times for fun I will try to set the tail on the ground and hold the mains off until full stall. Learn and get comfortable with your stall numbers. I know several people who have scared them selves by not having control of the aircraft speed on final and landing too fast. You can use the pitch sensitivity of the KR to make very precise movements during landing. You must know when your stall will occur, and during landing not be afraid to make your approach at the proper speed of 1.3 times you stall speed. My power off stall occurs at 52 MPH so my approach should be 67 MPH. Before I learned and accepted that, I made some approaches at 80 and went way down the runway or found my self landing on the mains and trying to stay on the ground until my speed went below stall, and in some scary cases felt panicked not knowing if I were going to run out of runway. PS my KR will lift off and stay off the ground in gowned effect at 42 MPH --part1_84.5b2adb6.2b3e506c_boundary-- ------------------------------ Date: Fri, 27 Dec 2002 17:41:24 -0800 (PST) To: KRnet@mailinglists.org From: Sky Rider Subject: Re: KR> tailwheel flying Message-ID: <20021228014124.87874.qmail@web11604.mail.yahoo.com> --0-92807823-1041039684=:86173 Content-Type: text/plain; charset=us-ascii Ladies and Gentlemen: I am a professional writer, and it occurs to me that there is no handbook on how to fly the KR, especially if it is your first flight. Do any of you think it would be worthwhile to complie such a tome, and if so, would you be willing to write down your experiences in the bird and e-mail them to me for compilation? Specifically, things like stall speeds and characteristics...take off and landing speeds...all the things a pilot might want to have a heads up about befor ethat first high speed roll down the old blacktop... Let me know what yuo all think....please send it directly to my personal e-mail... skyrider0@yahoo.com so I can acess it from any ahere and not confuse it with things I may not need for this purpose. Skyrider AviationMech@aol.com wrote:In a message dated 12/26/2002 7:46:33 PM Eastern Standard Time, danrh@alltel.net writes: > you do not want to let the tail > touch down until you can't hold it up any longer. I have only flown two tail wheel aircraft the first, my KR at 60 hours total pilot time and the other a Cessna L19 bird dog. The above statement is true in both cases. the KR is a short arm aircraft and the L19 has a long arm. I turn base at 80 and with flaps down slow to 65 or less for an over the fence speed. I usually try to land on the mains and fly the tail until it drops. Some times for fun I will try to set the tail on the ground and hold the mains off until full stall. Learn and get comfortable with your stall numbers. I know several people who have scared them selves by not having control of the aircraft speed on final and landing too fast. You can use the pitch sensitivity of the KR to make very precise movements during landing. You must know when your stall will occur, and during landing not be afraid to make your approach at the proper speed of 1.3 times you stall speed. My power off stall occurs at 52 MPH so my approach should be 67 MPH. Before I learned and accepted that, I made some approaches at 80 and went way down the runway or found my self landing on the mains and trying to stay on the ground until my speed went below stall, and in some scary cases felt panicked not knowing if I were going to run out of runway. PS my KR will lift off and stay off the ground in gowned effect at 42 MPH --------------------------------- Do you Yahoo!? Yahoo! Mail Plus - Powerful. Affordable. Sign up now --0-92807823-1041039684=:86173-- ------------------------------ Date: Fri, 27 Dec 2002 21:10:02 -0800 (Pacific Standard Time) To: From: "Dan Heath" Subject: Re: KR> tailwheel flying Message-Id: <3E0D322A.000001.01552@dan> --------------Boundary-00=_Q0DTQL80000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Someone did a great write up on flying the KR. I had in one of my archiv= e folders, but lost all of them the other day. However, I will bet you can find it in the KR NET archives.=0D =0D -------Original Message-------=0D =0D From: KRnet@mailinglists.org=0D Date: Friday, December 27, 2002 05:41:31 PM=0D To: KRnet@mailinglists.org=0D Subject: Re: KR> tailwheel flying=0D =0D Ladies and Gentlemen:=0D I am a professional writer, and it occurs to me that there is no handbook= on how to fly the KR, especially if it is your first flight.=0D Do any of you think it would be worthwhile to complie such a tome, and if= so would you be willing to write down your experiences in the bird and e-ma= il them to me for compilation?=0D Specifically, things like stall speeds and characteristics...take off and landing speeds...all the things a pilot might want to have a heads up abo= ut befor ethat first high speed roll down the old blacktop...=0D Let me know what yuo all think....please send it directly to my personal e-mail... skyrider0@yahoo.com so I can acess it from any ahere and not confuse it with things I may not need for this purpose.=0D Skyrider=0D AviationMech@aol.com wrote:In a message dated 12/26/2002 7:46:33 PM Easte= rn Standard Time, =0D danrh@alltel.net writes:=0D =0D > you do not want to let the tail=0D > touch down until you can't hold it up any longer. =0D =0D I have only flown two tail wheel aircraft the first, my KR at 60 hours to= tal =0D pilot time and the other a Cessna L19 bird dog. The above statement is tr= ue =0D in both cases. the KR is a short arm aircraft and the L19 has a long arm.= I =0D turn base at 80 and with flaps down slow to 65 or less for an over the fe= nce =0D speed. I usually try to land on the mains and fly the tail until it drops= =2E =0D Some times for fun I will try to set the tail on the ground and hold the = =0D mains off until full stall. Learn and get comfortable with your stall =0D numbers. I know several people who have scared them selves by not having = =0D control of the aircraft speed on final and landing too fast. You can use = the =0D pitch sensitivity of the KR to make very precise movements during landing= =2E =0D You must know when your stall will occur, and during landing not be afrai= d to =0D make your approach at the proper speed of 1.3 times you stall speed. My =0D power off stall occurs at 52 MPH so my approach should be 67 MPH. Before = I =0D learned and accepted that, I made some approaches at 80 and went way down the =0D runway or found my self landing on the mains and trying to stay on the ground =0D until my speed went below stall, and in some scary cases felt panicked no= t =0D knowing if I were going to run out of runway. PS my KR will lift off and = =0D stay off the ground in gowned effect at 42 MPH =0D =0D =0D =0D ---------------------------------=0D Do you Yahoo!?=0D Yahoo! Mail Plus - Powerful. Affordable. Sign up now --------------Boundary-00=_Q0DTQL80000000000000-- ------------------------------ Date: Fri, 27 Dec 2002 21:21:51 EST To: KRnet@mailinglists.org From: Flymaca711689@aol.com Subject: Re: KR> tailwheel flying Message-ID: <148.62649cc.2b3e64bf@aol.com> --part1_148.62649cc.2b3e64bf_boundary Content-Type: text/plain; charset="ISO-8859-1" Content-Transfer-Encoding: quoted-printable dan wrote Someone did a great write up on flying the KR.=A0 I had in one of=20= my=20 archive folders, but lost all of them the other day.=A0 However, I will bet you can find it in the KR NET archives. you will find it under=20 thehttp://home.hiwaay.net/~langford/faq/chapter11/chapter11.html all good stuff this was what i used for a guide for first flight=20 mac=20 --part1_148.62649cc.2b3e64bf_boundary-- ------------------------------ Date: Fri, 27 Dec 2002 21:27:01 -0800 To: "Krnet@Mailinglists.Org \(E-mail\)" From: "Daniel Heath" Subject: FW: KR> Re: The Tail dragger demon Message-ID: <000001c2ae31$e3068100$2742fea9@dan> See ya in Red Oak --- 2003, Daniel R. Heath See our KR2 at: http://kr-builder.org Click on the pictures. See our EAA Chapter 242 at: http://WWW.EAA242.ORG -----Original Message----- From: Jim Faughn [mailto:jfaughn@mvp.net] Sent: Wednesday, June 12, 2002 1:41 PM To: KR Net Response Subject: KR> Re: The Tail dragger demon When I started flying my KR I had 140 hours of total flight time which was mostly in Cessna 150, 152 & 172's. I had 2 hours in a Centabria (sp???) and I had about 5 landings in a KR-2 with Marti Roberts and Dan Diehl. The time with Marti and Dan really helped me with the flying characteristics of the plane although I found if you fly it at 120-130mph you really don't over control anyway. What helped me the most was taxi testing the plane and I was able to put about 3 hours on my KR taxi testing. I must say that taxi testing must be taken seriously and if you aren't careful you can get the plane in the air before you want to. After slow taxi work, I built up to the point where I could lift the tail and set it back down. You MUST be careful with the RPM during this time or you can and will fly. I would typically run the RPM up to about 1500 to 1800 while the speed built up and work the throttle so the plane didn't get too fast. What you are looking for is the RPM that will allow you to just get the tail up. After you hold it up for a few seconds pull out the throttle and let the tail settle back down to the runway and slow down. This would be in essence the same procedure you would use to take off and land the plane except you don't go up in the air. After you are comfortable with this, I believe you should then just go fly the plane. I don't think trying to do a short hop is advisable unless you have a 10,000 foot runway or more and then I really don't think it is advisable. If you don't have a copy of my article on how to land a KR, let me know and I can send it to you off the list. I didn't get a tail wheel endorsement until a year after I was flying my KR and got it just for fun from a friend that had a tail dragger and his CFI. Hope this helps. Jim Faughn N891JF KR-2 4323D Laclede Ave. St. Louis, MO 63108 (314)652-7659 Mailto:jfaughn@mvp.net You wrote: I have head the usual hype about the untaimable tail dragger. I am taking delivery in a couple of months and now have to tame the tail dragger. i have various optins available to me and would like some advice on the most suitable transition aircraft. Obviously the KR2 is also avail, but most agree I should get significant tail wheel hrs elsewhere before taking on the KR2. I am planning to do 110 - 15 hrs on either Tiger Moth or Super Decathlon and then move onto the KR? I would appreciate comments. Many thanks George Brink FAGM South Africa PS I have 1250 PPL hrs (mostly X-country) on C182 RG II. I need to pass CAA exams for Comm IF license. Again family committments have slowed the IF Comm down, but it will come. --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "reply all" To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org See the KRNet archives at http://www.escribe.com/aviation/krnet/ and at http://www.bouyea.net/ for the older ones --- Incoming mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.431 / Virus Database: 242 - Release Date: 12/17/2002 ------------------------------ Date: Fri, 27 Dec 2002 21:28:35 -0800 To: "Krnet@Mailinglists.Org \(E-mail\)" From: "Daniel Heath" Subject: FW: KR> KR Landings Message-ID: <000301c2ae31$fa1b7850$2742fea9@dan> See ya in Red Oak --- 2003, Daniel R. Heath See our KR2 at: http://kr-builder.org Click on the pictures. See our EAA Chapter 242 at: http://WWW.EAA242.ORG -----Original Message----- From: Jim Faughn [mailto:jfaughn@mvp.net] Sent: Wednesday, June 12, 2002 4:41 PM To: KR Net Response Subject: KR> KR Landings Several people have already asked why I don't put the article I wrote on the list. The reason was that I've put it out several times and I didn't want to take up space. Oh well, I guess we have a number of new people on so I'll send it out again. Delete if you've seen it before. By the way, after 250+ flight hours I still use this today. The “Perfect” Landing In a KR??? After my test flight in my KR-2 I thought every landing would be as good. However, it seems that first landing was my best until I sat down to analyze each and every step before touchdown. The purpose of this article is to present the plan I use before each landing in hopes that it will help KR builders getting ready for their first flight and those having problems with consistent landings. Each phase of the landing process must be planned and executed if the successful touchdown will be made. I will try to explain each step along with the speeds and altitudes for each phase of the landing. Please keep in mind that those of us who fly experimental aircraft do not have calibrated airspeed systems and your speeds may and probably will be different. For your information, N891JF has an empty weight of 625 lbs, no flaps, I weigh 190 lbs, and typically carry 15 lbs of stuff in my baggage area. Phase 1 - Approach to the airport - The KR is a very slippery aircraft and you must plan to start slowing down before you reach the downwind leg of the airport pattern. I always try to descend to traffic pattern altitude (800 agl) and obtain a speed of 120 mph on downwind. Phase 2 - Downwind - When I have stabilized my speed on downwind, 120 mph, my RPM on the 2180 VW with a 52 X 52 prop is around 2000. This is a very comfortable speed to check all instruments, ensure the mixture is at full rich, and plan the touchdown point. Don’t forget to plan for either a strong headwind or a crosswind component. If you are facing a strong crosswind, this is the time to review what you will do at touchdown. (Which wing you will have low on approach and which wheel you will land on first.) You may not have time for “thinking” later. Phase 3 - Base - The base leg will be flown at 90 to 100 mph. I use the turn to aid in decreasing speed and lower my RPM to around 1600 to 1800. During the base leg, I will descend to an altitude of approximately 500 agl. Phase 4 - Turn to final - This is one of your great opportunities to decrease altitude. I usually slip (if it is a left pattern) on this turn to decrease altitude to 300 agl as I enter the final leg. It is important that you determine your best altitudes for each of the legs and always consider safety. In other words, remember, in case of engine failure, altitude is your best asset! Phase 5 - Final - Your two most important considerations on final are altitude and speed. You can always decrease altitude with a controlled slip. (The KR slips very good.) However, it is extremely difficult to decrease speed once you have let it build up. On final I will fly at 80 mph until I reach mid final, then I will decrease to 70 mph. I will hold this speed until short final (cross the end of the runway) at which time I begin decreasing speed. Phase 6 - Float - The KR is so close to the ground that you will encounter ground effect in a VERY big way. You can and should use this to your advantage in making the “perfect” landing. Patience is a huge virtue during this phase. I will NEVER land my airplane above 60 mph. If I try, and for the first 60 hours I tried all the way up to 80 mph, I WILL bounce!!! The reason for this is very simple. When you touch the main wheels down, the tail will lower, your angle of attack will increase and you will go back up in the air. This will continue until you are at the appropriate speed. What we want to do is make the landing once rather than getting current (bounce 5 times) every time we decide to land. Remember, we had just crossed the end of the runway decreasing speed out of 70 mph. At this time I pull back the throttle all the way and try to hold my KR inches off the runway. The more I concentrate on holding it off by inches the better landing I am able to make. I will glance, VERY quickly, at the airspeed indicator until it is below 60 mph and then I will continue to pull back on the stick concentrating on NOT touching down but instead maintaining the inch or two above the runway. When the stick is approximately one half the way back, we are now somewhere between 50 and 55 mph, I will let it then settle on the runway. Then I will raise the tail to decrease the lift and allow me to see over the nose. I have seen airspeeds, solo, as low as 40 mph before I actually touch the wheels down. I will continue to apply forward pressure on the stick keeping the nose up until I am almost to the limit. Next I will allow the tail to come back to the runway and then apply full back pressure on the stick to ensure the tail wheel stays on the ground as it takes over directional control from the rudder. If you are landing in a crosswind most experts agree you should wheel land the airplane and raise the tail to ensure the mains are securely on the ground. Ensure you apply the appropriate aileron going all the way to full. These controls of aileron and elevator must be managed as you complete your landing and as you taxi. You will learn how much of a crosswind component you and your KR are capable of over time and I recommend all early flights are with a crosswind component of less than 5 kts. I have found that the crosswind component I am capable of handling is more a function of my piloting ability (practice) than the airplane. If I follow my own procedures, I will make a good landing every time. However, I seem to make exceptions when concentration lapses. For example, if I lower the nose on final I will gain speed very quickly, usually to 100+ mph, and this makes the landing more difficult unless you are very good at using slips to decrease speed. Another point that should be made is that when flying with two people I will raise the speeds on final by 5+ mph compensating for the increase in weight and stall speed. What happens if I bounce? The first thing you have to decide is how bad of a bounce is it? I put bounces into three categories. First is BAD. If this is the case or if everything just doesn’t seem right your only good option is to advance the throttle to full and go around. Don’t worry about your ego just do it, GO AROUND. Second is a small bounce. If you come back up 6 inches to a foot, then don’t over control, just re-land the plane. The reason for the small bounce was probably that you were going too fast when you let the airplane set down. The third bounce is in-between. The recovery from an in-between bounce will depend upon your skill level with your KR. If you have only been flying for 10 hours, you should probably go around. However, as your skills improve there is another option. To recover, apply approximately half throttle, stop the oscillation, and re-land the airplane. This only works if you stay in ground effect and remember you are very close to a stall so DON’T try this unless you are comfortable with your plane, your skills and you have a long enough runway. I certainly hope the information will prove helpful as you think about test flying your KR or are trying to improve your landings. If you can visualize and plan each phase of the landing process you will be able to make “perfect” landings. I am not a flight instructor and only present the information here in hopes you will not make the same mistakes I did in my early flights. If you would like to discuss these phases prior to flying your KR then give me a call. Perhaps we can improve this narrative for others. Good Landings Jim Faughn 4323D Laclede Ave. St. Louis, MO 63108 (314)652-7659 Mailto:jfaughn@mvp.net --------------------------------------------------------------------- To post to the list, email: krnet@mailinglists.org , NOT "reply all" To UNsubscribe, e-mail: krnet-unsubscribe@mailinglists.org For additional commands, e-mail: krnet-help@mailinglists.org See the KRNet archives at http://www.escribe.com/aviation/krnet/ and at http://www.bouyea.net/ for the older ones --- Incoming mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.325 / Virus Database: 182 - Release Date: 2/19/2002 --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.431 / Virus Database: 242 - Release Date: 12/17/2002 ------------------------------ Date: Fri, 27 Dec 2002 21:32:23 -0800 (Pacific Standard Time) To: "Krnet@Mailinglists.Org (E-mail)" From: "Dan Heath" Subject: Last 2 messages Message-Id: <3E0D3767.000003.01552@dan> --------------Boundary-00=_Z1ETG6G0000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Please note that the last 2 messages I sent on landings were from Jim Fau= ghn I found them in my Outlook archives.=0D =0D Dan. --------------Boundary-00=_Z1ETG6G0000000000000-- ------------------------------ Date: Fri, 27 Dec 2002 22:46:18 EST To: krnet@mailinglists.org From: Tlongcrier@aol.com Subject: Tailwheel/Landing Message-ID: --part1_b8.34e9069f.2b3e788a_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit All of the responses to your queery that I have read have been excellent advice. I especially like to use the 1.3 times the stall speed on final....it's the best way to go. The tail wheel first landing is a good system, but this is a power off, full stall type landing (in most cases) and every thing needs to be coordinated correctly (as in all type landings). This is the way most all old... and other...taildragger pilots make full stall landings.....as opposed to "power" or "Wheel" landings. As you get practice, you should learn to make both types with equal ease. Knowing how to make wheel landings is sometimes very reassuring when confronted with strong crosswinds. Also, make sure you study Jim Faughn's Flight Manual, as pointed out, and included in Mark Langford's web page. It is excellent. Also, if you would like, read my write up in the May 1999 issue # 262 of my experience handling landings in a KR 1. Many have told me that it was very interesting and helpful. If you have trouble finding it in the KR Newsletters, send me your address and I will send you one via snail mail. From.......an old taildragger pilot. PS: I learned in an Aronoca Champ and J3 Cub.I have owned a Piper Super Cruiser, a Piper Clipper, two Globe Swifts, a Cessna 150 and a SNJ 5. Also a Midget Mustang, a Turner T-40, a KR 1 and a KR2. If you want to count tri gear stuff.....a Mooney Mite, a '47 Straight Bananza and a Grumman Yannkee....among others. As you found out, there is a lot of good avice out there.......just heed it....and prepare. Thurman Longcrier. --part1_b8.34e9069f.2b3e788a_boundary-- ------------------------------ Date: Sat, 28 Dec 2002 07:32:02 -0600 (Central Standard Time) To: "KR 2's" From: "Bill " Subject: Looking for Message-Id: <3E0DA7D2.000006.25699@bmedsker.ks.ok.cox.net> --------------Boundary-00=_E90U12S0000000000000 Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_E90UWCW0000000000000" --------------Boundary-00=_E90UWCW0000000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Are there any builder's or flying KR 2's near St Joseph, Mo or Wichita, K= s?? Or in between the two locations as I travel between them frequently.=0D Like to do some looking and really like to get a ride sometime..=0D =0D Thanks, Bill Medsker --------------Boundary-00=_E90UWCW0000000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Are there any builder's or flying KR 2's near St Joseph, Mo or= =20 Wichita, Ks?? Or in between the two locations as I travel between t= hem=20 frequently.
Like to do some looking and really like to get a ride=20 sometime..
 
Thanks, Bill Medsker
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