Sounds uncannily like my first,Sid. I my case my overheated Revmaster quit on base and I had to dive to get speed enough to get over trees on the threshold! I put mine down to : 1- intakes too small. 2-outlet ditto. 3-use of aviation oil instead of recommended multigrade. 4.-Trim tab reduced in size by our masters which made it difficult to achieve landing attitude. I enlarged the intakes. Made an adjustable exit flap.Changed the oil to Multigrade and fitted a "Gurney tab" to the elevator. This worked for me -your results may differ! Best regards,
Mac Wood On Sun, Mar 24, 2013 at 2:29 AM, Sid Wood <smwood at md.metrocast.net> wrote: > Made the first flight with N6242 this morning. That's 26+ years of steady > building, modifying, sanding, painting, fixing and tweaking coming together > for 10 minutes of flight with 2 laps around the patch. > Winds were supposed to be calm as reported by AWOS; not true at any > altitude above 20 feet. My pitch trim was set for neutral, but soon as > flying speed was reached, got immediate pitch up, which of course, I > immediately over corrected. Nearly lost it, but managed to keep going > while holding lots of forward stick. Started to encounter more gusts a few > hundred feet up with more PIO. By 1500 feet was getting better control, > but still gusty. Still had full down trim and holding lots of forward > stick. At 2000 feet oil temp spiked at 240 degrees F and oil pressure was > dropping off. Reduced throttle to idle to glide to an airport landing. > Was to high and fast over the threshold. The low morning sun washed out > everything on the Dynon during final approach. I did not know if the > engine had enough oil for a go around, so pressed for a landing on the > 4200' runway. Estimate the first touch was about 80 knots half way down > the runway with more PIO. The third bounce bent the nose strut and trashed > the wheel pant. Got to taxi speed with about 100 feet of runway to spare. > Taxi back to the hangar was uneventful except for the fear induced > adrenaline shakes. > Inspection at the hangar revealed the nose strut bent at the curve up from > the pivot. The wheel pant had asphalt scratches indicating a classic > wheelbarrow touchdown and had been destroyed. Engine oil was at the full > mark on the dip stick. Heat in the cabin during flight indicated > inadequate airflow through the oil cooler; excessive air duct length may be > the problem. > The elevator trim tab would not extend beyond the neutral point using the > cockpit control. The Nyrod shaft on the trim tab seems to be jammed to > keep the elevator in the full up position. My right triceps still aches > from holding forward stick so hard for so long. Troubleshooting is still > ongoing to fix the elevator trim. Will also need a new nose strut and > maybe a new oil cooler. > My intent with persisting with the climb was to get enough experience with > the controls to calm down the PIO for landing. Engine oil over heat > preempted that training. > > Sid Wood > Tri-gear KR-2 N6242 > Mechanicsville, MD, USA > > > > > ______________________________**_________________ > Search the KRnet Archives at > http://tugantek.com/**archmailv2-kr/search<http://tugantek.com/archmailv2-kr/search> > . > To UNsubscribe from KRnet, send a message to KRnet-leave at list.krnet.org > please see other KRnet info at http://www.krnet.org/info.html > see > http://list.krnet.org/mailman/**listinfo/krnet_list.krnet.org<http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org>to > change options >
