I"m sure glad you made it , Sid. On your trim tab, the obvious, if it
doesn't work on the ground it won't work in the air, it would seem to me. I
am working on my cooling and am hoping to use a fiberglass plenum on a VW
similar to Mark Langford on his Corvair. I hope to prove reasonable cooling
on the ground. 26 years sounds about right for me, I don't know if I will
have the guts to put it in the air when I get there.
Regards, Larry Bell
On Sat, Mar 23, 2013 at 7:29 PM, 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
>
