From: krnet-bounces@mylist.net on behalf of krnet-request@mylist.net Sent: Tuesday, February 24, 2004 12:00 PM To: krnet@mylist.net Subject: KRnet Digest, Vol 321, Issue 3 Send KRnet mailing list submissions to krnet@mylist.net To subscribe or unsubscribe via the World Wide Web, visit http://mylist.net/listinfo/krnet or, via email, send a message with subject or body 'help' to krnet-request@mylist.net You can reach the person managing the list at krnet-owner@mylist.net When replying, please edit your Subject line so it is more specific than "Re: Contents of KRnet digest..." Today's Topics: 1. Re: Windmilling ... (Mark Langford) 2. First flight & over controlling (Colin & Bev Rainey) 3. Re: First flight & over controlling (joe) ---------------------------------------------------------------------- Date: Tue, 24 Feb 2004 10:58:34 -0600 From: "Mark Langford" To: "KRnet" Subject: Re: KR>Windmilling ... Message-ID: <08dc01c3faf7$71b131d0$5e0ca58c@tbe.com> References: Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 1 Ron Freiberger wrote: > On my O-320, I couldn't restart either, but a touch of starter brought > it up > to cruise speed in an instant. That's really the bottom line. All we have to do is make sure the thing will restart and windmilling is not an issue in the first place. If the choice comes down to installing a starter and alternator on a Corvair or VW, and keeping it in tune so that it will start immediately, versus spending a ton of money buying and maintaining an official aircraft engine with expensive metal prop, you know which way I'm going. I keep my cars so they start on the first cylinder or so, and I expect my airplane engine (with automotive carburetor) will start every bit as fast. I have an EIS (engine information system) that will warn me if voltage gets low, and an idiot light from the dynamo that will warn me if it stops charging the battery. And I don't think I'm going to shut the engine down in flight on a regular basis just to see what happens. I don't see a problem worth worrying about. Mark Langford, Huntsville, AL N56ML at hiwaay.net see KR2S project N56ML at http://home.hiwaay.net/~langford ------------------------------ Date: Tue, 24 Feb 2004 12:36:05 -0500 From: "Colin & Bev Rainey" To: "KRnet" Subject: KR>First flight & over controlling Message-ID: <006e01c3fafc$ae5deec0$f2452141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: quoted-printable Precedence: list Message: 2 Larry & netters, I can relate to the over controlling or lack of proper inputs in a new = aircraft. If I can take alittle time from everyone, maybe this example = will help to inform the first time flyers of any aircraft, but = especially the test pilot of his own KR, what he might experience. I was getting my taildragger endorsement, flying with a = CFI/Examiner friend of mine, in a Citabria. This was my first time with = a stick where I would be PIC. The sight picture was not too much = different on the ground because I don't see much in a C172 on the ground = anyway. I am very short at 5'5" and have my seat all the way down in = the Cessna, so the lack of visibility did not bother me. The different = placement of the controls within the cockpit WAS alittle to get used to. = We taxied out, did the runnup, and went to take off. Now one must = remember that I was current, and flying 7 days a week at least once a = day. Yet when we taxied out onto the runway, I was still all jittery = inside like a little kid on Christmas Day! I advance the throttle, = rolled a couple of hundred feet, brought the tail up on instructions = from Steve in the back, and the plane left the runway. I became so = caught up in the difference in the way it felt, how it looked outside, = and the change in climb rate, that I forgot to check airspeed and = completely forgot about maintaining the traffic pattern, or even wind = correction for upwind in the pattern. And on top of everything this = aircraft made the 12 th different aircraft type that I had flown to = date. You would think that flying a new aircraft would be somewhat = routine after this many different ones, but it wasn't. As a matter of a = fact I was very caught up in the basics of flying it, and probably would = not have seen anything wrong with the instruments for several minutes = after they registered such information to me. This is an important = impact of information overload that occurs during this first initial = orientation that I pass on to other new KR drivers. Like Larry Flesner = pointed out, he is so focused on his landings that he still doesn't know = his touchdown speed. This is my point. And if you have never had time = in a tandem seat aircraft before, and you build a center seat KR1, you = will add to the experience by suddenly being sitting on the axis of = rotation in bank, and this will initially feel very different as well. = All these different sensations and events happening at once will cause a = great deal of distraction and dramatically lower your ability to cope = with even the most routine additional tasks because of being nearly on = overload. This is why it is recommended that if you are not current, = have someone else test fly your plane for its first few flights, and = then get current before you attempt to transition into your airplane. Landings in a taildragger are even more strange to get used to = because you have to do exactly the wrong thing for a tri-gear setup, = which is what most aviation trainers are tri-gear, and that is to land = level on the mains for the wheel landing, in order to have the proper = amount of control in crosswind situations. It is my understanding from = recent posts that the KR really just about always needs to be wheel = landed due to its tendency to want to float if you try to flare it to a = 3 point. The purpose of this post is to hopefully shed some light on the = specifics of why several of us are recommending a slow gradual testing = period leading up to the first flight, instead of having that accidental = first flight with virtually no familiarization with the airplane. It = may seem to delay the thrill, but I believe that Larry and several = others can attest to the fact that they were just as thrilled, and = probably had a LOT less anxiety when they finally went airborne the = first time. I would also add one more note to those approaching their = first flight, especially if they are low time. When I am teaching a new = student how to land an airplane, I will typically introduce them to the = flare attitude at say 3000 feet and have them get the airplane right on = top of the stall, then power up and do it again over and over until they = are comfortable with the low speed handling, and attitude/sight picture = of the airplane. If we are just staying in the pattern the first few = attempts at landing are made where we fly the plane into ground effect, = and then I set the power at about 25% and tell the student to just fly = in ground effect, and tell them don't let the airplane land. This gets = them used to allowing the airplane to lose its flight speed and quit = flying, instead of trying to force it to land at a certain time or = place. Now they are getting a feel for what the airplane is going to do = in ground effect in alot greater volume then they would with ten = landings, because instead of seconds in the flare, they spend a full = minute or so in ground effect. Usually the airplane will kiss the mains = once or twice but stay in ground effect allowing the student to build = skill in the control necessary in ground effect, what I like to call the = point of transition, where the airplane transitions from flying to = taxiing. I also tell them when they go on their first cross countries = to another airport to plan on NOT landing the first time they make the = approach, but rather get a feel for conditions and leave in enough power = to fly down the runway in ground effect. If things look great, pull the = power and touch down, if not, go around and try setting it up again. = AOPA published a statistic that documented the fact that a pilot who = goes around when a landing isn't right has an 80% greater chance of = making a good landing the second time around in a familiar airplane, due = to the experience learned from the first approach. These are important = things to mentally rehearse before that first flight. All too often we = get caught up with having to make every landing work, and always touch = down. On your first few flights you need all the pressure OFF of you as = you can take off, so don't add mental strain by feeling like you HAVE to = land this time around and so forth. Make several passes and educate = yourself on how your airplane behaves in ground effect. As Larry = Severson pointed out, just because you have hours, or are even current, = as I was here, doesn't mean you are proficient in this aircraft. Take = it slow and deliberate. If you will remember, your first lessons went = the same way, one bite at a time..... Sorry it got long, but felt it was important..... Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.htmlFrom ron@jrl-engineering.com Tue Feb 24 10:36:05 2004 Received: from ms-smtp-01.rdc-kc.rr.com ([24.94.166.115]) by lizard.esosoft.net with esmtp (Exim 3.36 #1) id 1AvhPY-000LjF-00 for krnet@mylist.net; Tue, 24 Feb 2004 10:36:05 -0800 Received: from Administration (CPE-65-30-104-250.kc.rr.com [65.30.104.250]) by ms-smtp-01.rdc-kc.rr.com (8.12.10/8.12.7) with SMTP id i1OIRVV7024913 for ; Tue, 24 Feb 2004 12:27:44 -0600 (CST) Message-ID: <006d01c3fb04$4bb63860$6501a8c0@Administration> From: "Ron Eason" To: "KRnet" References: Subject: Re: KR>Fuse Facet Pump ? Date: Tue, 24 Feb 2004 12:30:32 -0600 Organization: J.R.L. Engineering Consortium Ltd. MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1158 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 X-Virus-Scanned: Symantec AntiVirus Scan Engine X-BeenThere: krnet@mylist.net X-Mailman-Version: 2.1b3 Precedence: list Reply-To: Ron Eason , KRnet List-Id: KRnet List-Post: List-Subscribe: , List-Unsubscribe: , List-Archive: List-Help: Yes! The wiring standards and code require the fuse to be size on the amperage of the wire feeding the device. Ron > An important principle of wiring is to choose the fuse size based on > the wire size. There was mention of a hot wire burning through to > others, creating a chaos of disaster. ALWAYS fuse the circuit based > on the size of > wires in the circuit, not the characteristics of devices. > > Ron Freiberger > mailto: rfreiberger@swfla.rr.com > > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net > please see other KRnet info at http://www.krnet.org/info.html > ------------------------------ Date: Tue, 24 Feb 2004 10:51:00 -0800 From: "joe" To: "KRnet" Subject: Re: KR>First flight & over controlling Message-ID: <000701c3fb07$25ac5660$0a0110ac@o7p4e3> References: <006e01c3fafc$ae5deec0$f2452141@RaineyDay> Content-Type: text/plain; charset="iso-8859-1" MIME-Version: 1.0 Content-Transfer-Encoding: 7bit Precedence: list Message: 3 Try taxiing in a crosswind,real easy at first, because this is what appears to get conventional drivers the first time. I watched a banner tugger learn to fly a Stearman and land it just about perfect every time. The first mild crosswind we had he drove it through the segmented circle. ----- Original Message ----- From: "Colin & Bev Rainey" To: "KRnet" Sent: Tuesday, February 24, 2004 9:36 AM Subject: KR>First flight & over controlling Larry & netters, I can relate to the over controlling or lack of proper inputs in a new aircraft. If I can take alittle time from everyone, maybe this example will help to inform the first time flyers of any aircraft, but especially the test pilot of his own KR, what he might experience. I was getting my taildragger endorsement, flying with a CFI/Examiner friend of mine, in a Citabria. This was my first time with a stick where I would be PIC. The sight picture was not too much different on the ground because I don't see much in a C172 on the ground anyway. I am very short at 5'5" and have my seat all the way down in the Cessna, so the lack of visibility did not bother me. The different placement of the controls within the cockpit WAS alittle to get used to. We taxied out, did the runnup, and went to take off. Now one must remember that I was current, and flying 7 days a week at least once a day. Yet when we taxied out onto the runway, I was still all jittery inside like a little kid on Christmas Day! I advance the throttle, rolled a couple of hundred feet, brought the tail up on instructions from Steve in the back, and the plane left the runway. I became so caught up in the difference in the way it felt, how it looked outside, and the change in climb rate, that I forgot to check airspeed and completely forgot about maintaining the traffic pattern, or even wind correction for upwind in the pattern. And on top of everything this aircraft made the 12 th different aircraft type that I had flown to date. You would think that flying a new aircraft would be somewhat routine after this many different ones, but it wasn't. As a matter of a fact I was very caught up in the basics of flying it, and probably would not have seen anything wrong with the instruments for several minutes after they registered such information to me. This is an important impact of information overload that occurs during this first initial orientation that I pass on to other new KR drivers. Like Larry Flesner pointed out, he is so focused on his landings that he still doesn't know his touchdown speed. This is my point. And if you have never had time in a tandem seat aircraft before, and you build a center seat KR1, you will add to the experience by suddenly being sitting on the axis of rotation in bank, and this will initially feel very different as well. All these different sensations and events happening at once will cause a great deal of distraction and dramatically lower your ability to cope with even the most routine additional tasks because of being nearly on overload. This is why it is recommended that if you are not current, have someone else test fly your plane for its first few flights, and then get current before you attempt to transition into your airplane. Landings in a taildragger are even more strange to get used to because you have to do exactly the wrong thing for a tri-gear setup, which is what most aviation trainers are tri-gear, and that is to land level on the mains for the wheel landing, in order to have the proper amount of control in crosswind situations. It is my understanding from recent posts that the KR really just about always needs to be wheel landed due to its tendency to want to float if you try to flare it to a 3 point. The purpose of this post is to hopefully shed some light on the specifics of why several of us are recommending a slow gradual testing period leading up to the first flight, instead of having that accidental first flight with virtually no familiarization with the airplane. It may seem to delay the thrill, but I believe that Larry and several others can attest to the fact that they were just as thrilled, and probably had a LOT less anxiety when they finally went airborne the first time. I would also add one more note to those approaching their first flight, especially if they are low time. When I am teaching a new student how to land an airplane, I will typically introduce them to the flare attitude at say 3000 feet and have them get the airplane right on top of the stall, then power up and do it again over and over until they are comfortable with the low speed handling, and attitude/sight picture of the airplane. If we are just staying in the pattern the first few attempts at landing are made where we fly the plane into ground effect, and then I set the power at about 25% and tell the student to just fly in ground effect, and tell them don't let the airplane land. This gets them used to allowing the airplane to lose its flight speed and quit flying, instead of trying to force it to land at a certain time or place. Now they are getting a feel for what the airplane is going to do in ground effect in alot greater volume then they would with ten landings, because instead of seconds in the flare, they spend a full minute or so in ground effect. Usually the airplane will kiss the mains once or twice but stay in ground effect allowing the student to build skill in the control necessary in ground effect, what I like to call the point of transition, where the airplane transitions from flying to taxiing. I also tell them when they go on their first cross countries to another airport to plan on NOT landing the first time they make the approach, but rather get a feel for conditions and leave in enough power to fly down the runway in ground effect. If things look great, pull the power and touch down, if not, go around and try setting it up again. AOPA published a statistic that documented the fact that a pilot who goes around when a landing isn't right has an 80% greater chance of making a good landing the second time around in a familiar airplane, due to the experience learned from the first approach. These are important things to mentally rehearse before that first flight. All too often we get caught up with having to make every landing work, and always touch down. On your first few flights you need all the pressure OFF of you as you can take off, so don't add mental strain by feeling like you HAVE to land this time around and so forth. Make several passes and educate yourself on how your airplane behaves in ground effect. As Larry Severson pointed out, just because you have hours, or are even current, as I was here, doesn't mean you are proficient in this aircraft. Take it slow and deliberate. If you will remember, your first lessons went the same way, one bite at a time..... Sorry it got long, but felt it was important..... Colin & Bev Rainey KR2(td) N96TA Sanford, FL crainey1@cfl.rr.com or crbrn96ta@hotmail.com http://kr-builder.org/Colin/index.html_______________________________________ to UNsubscribe from KRnet, send a message to KRnet-leave@mylist.net please see other KRnet info at http://www.krnet.org/info.html ------------------------------ _______________________________________________ See KRnet list details at http://www.krnet.org/instructions.html End of KRnet Digest, Vol 321, Issue 3 *************************************