KR> First Flight
Sid, Glad to hear you got to fly her. Twenty-six plus years... that's a LONG time to wait for that moment. Sorry it wasn't perfect but it sounds like any repairs can be done without sanding! Maybe someone has a nice used trike gear they'd sell you cheap. I have a KR2 in my garage that will hopefully fly someday. Keep us posted. Thanks a bunch, Paul Childress Jefferson City, MO -Original Message- From: KRnet [mailto:krnet-bounces at list.krnet.org] On Behalf Of Sid Wood Sent: Saturday, March 23, 2013 9:30 PM To: krnet at list.krnet.org Subject: KR> First Flight 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. 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 to change options
KR> First Flight
Congratulations Sid. ?I know some of this was a bit disappointing, but you are still well and you learned a lot. ?You know what needs attention on the plane and have ideas of what to do to correct it. ?Things will improve as you get the bugs worked out. -Jeff Scott Los Alamos, NM > - Original Message - > From: Sid Wood > Sent: 03/23/13 08:29 PM > To: krnet at list.krnet.org > Subject: KR> First Flight > > 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. > 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 to change > options
KR> First Flight
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
KR> First Flight
Thanks for posting . Glad you are well. Marc Baca Chino, CA From: Sid Wood To: krnet at list.krnet.org Sent: Sat, March 23, 2013 7:30:01 PM Subject: KR> First Flight 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. 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 to change options
KR> KRs in Los Angeles
How many flying KRs are in LA Lee Van Dyke
KR> wheel alignment
Correction: I had my logs out going over numbers for insurance application and I must make a correction to my earlier statement. I did rotate my tires on the rims on an annual inspection when I had the wheels off to grease bearings. At that time the tires had 146 flight hours since new and showed a very slight side to side uneven wear. I attribute that to camber issue and not toe-in / toe-out alignment. I would estimate I'll get at least another 100 hours of flight time before replacement. The number of takeoffs and landings on these tires is high as most of my flights are in the local area and not long cross countries. Larry Flesner
KR> Flying KRs in Los Angeles
How many flying KRs are in LA Lee Van Dyke On Mar 23, 2013, at 9:57 AM, Larry Flesner wrote: > >> I like the method of oil on the floor with a separate sheet of aluminum >> under each main and rolling the a/c fwd/aft observing sheet displacement >> relative to the floor! > + > > That method might indicate some degree of misalignment but gives no > definitive information on how to correct the problem. I'd prefer something a > bit more scientific. > > Larry Flesner > > > ___ > Search the KRnet Archives at 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 to change > options >
KR> axle identification?
I wrote: >Can anybody identify the maker of the axle in the enclosed photo, and >perhaps the source of another one? So in the last few days I've searched around quite a bit, given that I've been quarantined at home with Norovirus. Matco says "never made that", Tracy O'Brien says "nothing like it", not a Grove, Cleveland, nor Quicksilver. Steve Glover thinks it may be a Diehl, and may have one he can send me if he can locate it. I have a lathe and could make a new one, but my workload doesn't make that appealing, as there's an awful lot of material that would need to be removed to get there, given that I'd have to start with 2.5" diameter round stock and turn most of it down to 5/8". Or I could just heat it cherry red and whack it back to almost straight and be happy, but I'm a little concerned about heat treatment. Given how weak the material apparently is, it's fairly mild steel anyway. For the moment I've done what any smart KR builder would have done...rotated it 180 degrees and now the wheels are almost perfectly vertical, rather than cambered out at the bottom. I may just leave it that way too! The alignment was out of whack before I disassembled everything (toed out, which explains a lot), so once I get it back to the airport with wings, full fuel, and a pilot in the seat, I'll check alignment again and make some aluminum shims to nail it down perfectly. For those interested in alignment, see how I did N56ML's at http://www.n56ml.com/kgear.html . A cheap laser level from Harbor Freight was used to project a laser line from the outer edge of the wheels or tires, with reproducibly good results. I did the same thing last night on N891JF (darkness helps to see the laser line), and it took about 15 minutes total, and was very informative. With no load and no shims, the pilot's side is toed in 4.8 degrees and the passenger side is toed in 3.1 degrees. The wheels are both within a degree of vertical, but loading it will certainly change all of this enough to warrant waiting til it's "ready to fly" before checking again and correcting. The entire brake system has now been rebuilt to almost new condition and is mostly reinstalled, so progress is being made. I guess the same could be said for the whole airplane... I'll have an entirely new KR2 when I'm finished... Mark Langford ML at N56ML.com website at http://www.N56ML.com
