KR> Training Aircraft

[Mark Langford]

Victor Taylor wrote:

>> It might be that we could set my airplane up for dual training
when it is done. I already have dual sticks and pedals in it. I don't 
have dual throttles but that might be possible to add.<<

I agree that having someone willing to give newly minted KR pilots an 
opportunity to get some stick time, and more importantly, a few landings 
before trying it themselves, would be a great idea. Troy Petteway gave 
me two hours of KR2 time before my first flight (required by the 
insurance company), and it was invaluable training.   Bill Clapp was 
willing to do the same, but neither has a KR these days.  The KR 
Gathering is usually a good place to do this, as those who are nearing 
first flight are accommodated if at all possible.

As for dual throttle, I don't think that's a show stopper, even if the 
throttle is located on the other side of the cockpit.  It's a small 
panel, and the trainee should be able to reach it if needed, and if not, 
the instructor can handle it.

Thanks for bringing this up Victor...

Mark Langford
ML at N56ML.com
http://www.n56ml.com

KR> Training Aircraft

[Phillip Matheson]

Great idea. I had to get my first KR flight (thanks to Garry Morgan) from the 
right seat. So  I am setting my Kr2ss - 0200. project up the same way with duel 
controls. But I see no reason for duel throttles. I have just placed mine 
engine controls in the middle just like any tin can. 

PHIL. Down under. 

Sent from my iPhone

KR> Training Aircraft

[kayak1176]

At first read, sounds like a really good idea. I would support this, and get 
training...


Sent from my T-Mobile 4G LTE Device
 Original message From: Victor Taylor via KRnet  Date: 10/15/16  12:27 PM  (GMT-05:00) To: krnet at 
list.krnet.org Cc: velocityoner at yahoo.com Subject: KR> Training Aircraft 
While at Mount Vernon I had a moment to chat with Mark about a training 
aircraft. I know it is a long shot but we might be able to get some donations 
up and put together a wide body KR with full duals to do transition training 
with. It doesn't have to be fast. We can get a LODA from the FAA to legally 
charge for flight / transition instruction to keep up the airplane or start 
paying back people who donate or invested in it. We could have a couple 
different instructors that would be approved for training in the airplane. I am 
a CFII with KR experience in both Martin Robert's KR and in Steve Alderman's 
KR. I have never flown one with a VW though. Marty and Steve had loaned me 
their airplanes when they had them. I am one of the very few people who has 
borrowed KR 2's. 

I am working on my KR 2 again now and have promised to have it at the next 
Mount Vernon fly in. Mine will have an O-200 on it. 
It might be that we could set my airplane up for dual training when it is done. 
I already have dual sticks and pedals in it. I don't have dual throttles but 
that might be possible to add. My airplane is a standard width KR and I weight 
235 so there would be limits on the weight of the other person were we to set 
my airplane for this mission. 

Should the idea be discussed? What are the groups thoughts on this? If we 
formed a 501 charitable corp we could get donations from other people and it 
would help us out as well. I am sure there is a KR out there somewhere that 
someone is wanting to see fly but knows they will never finish. Donating it and 
taking a tax loss might be one idea. I am sure we could get discounts on 
everything to put this together from sponsors that could be named on the side 
of the airplane. 

Victor Taylor CFII
Irvington, AL


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KR> Training Aircraft

[velocityoner at yahoo.com]

While at Mount Vernon I had a moment to chat with Mark about a training 
aircraft. I know it is a long shot but we might be able to get some donations 
up and put together a wide body KR with full duals to do transition training 
with. It doesn't have to be fast. We can get a LODA from the FAA to legally 
charge for flight / transition instruction to keep up the airplane or start 
paying back people who donate or invested in it. We could have a couple 
different instructors that would be approved for training in the airplane. I am 
a CFII with KR experience in both Martin Robert's KR and in Steve Alderman's 
KR. I have never flown one with a VW though. Marty and Steve had loaned me 
their airplanes when they had them. I am one of the very few people who has 
borrowed KR 2's. 

I am working on my KR 2 again now and have promised to have it at the next 
Mount Vernon fly in. Mine will have an O-200 on it. 
It might be that we could set my airplane up for dual training when it is done. 
I already have dual sticks and pedals in it. I don't have dual throttles but 
that might be possible to add. My airplane is a standard width KR and I weight 
235 so there would be limits on the weight of the other person were we to set 
my airplane for this mission. 

Should the idea be discussed? What are the groups thoughts on this? If we 
formed a 501 charitable corp we could get donations from other people and it 
would help us out as well. I am sure there is a KR out there somewhere that 
someone is wanting to see fly but knows they will never finish. Donating it and 
taking a tax loss might be one idea. I am sure we could get discounts on 
everything to put this together from sponsors that could be named on the side 
of the airplane. 

Victor Taylor CFII
Irvington, AL

KR> Training Aircraft

[donald january]

I'll give you my thoughts on stick time. I think if a person with a duel
stick or center stick plane who is right handed should be instructed by a
left handed instructor. If a pilot get's into either configuration of
control type they should be able to fly the craft??

On Sat, Oct 15, 2016 at 11:27 AM, Victor Taylor via KRnet <
krnet at list.krnet.org> wrote:

> While at Mount Vernon I had a moment to chat with Mark about a training
> aircraft. I know it is a long shot but we might be able to get some
> donations up and put together a wide body KR with full duals to do
> transition training with. It doesn't have to be fast. We can get a LODA
> from the FAA to legally charge for flight / transition instruction to keep
> up the airplane or start paying back people who donate or invested in it.
> We could have a couple different instructors that would be approved for
> training in the airplane. I am a CFII with KR experience in both Martin
> Robert's KR and in Steve Alderman's KR. I have never flown one with a VW
> though. Marty and Steve had loaned me their airplanes when they had them. I
> am one of the very few people who has borrowed KR 2's.
>
> I am working on my KR 2 again now and have promised to have it at the next
> Mount Vernon fly in. Mine will have an O-200 on it.
> It might be that we could set my airplane up for dual training when it is
> done. I already have dual sticks and pedals in it. I don't have dual
> throttles but that might be possible to add. My airplane is a standard
> width KR and I weight 235 so there would be limits on the weight of the
> other person were we to set my airplane for this mission.
>
> Should the idea be discussed? What are the groups thoughts on this? If we
> formed a 501 charitable corp we could get donations from other people and
> it would help us out as well. I am sure there is a KR out there somewhere
> that someone is wanting to see fly but knows they will never finish.
> Donating it and taking a tax loss might be one idea. I am sure we could get
> discounts on everything to put this together from sponsors that could be
> named on the side of the airplane.
>
> Victor Taylor CFII
> Irvington, AL
>
>
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> Search the KRnet Archives at http://tugantek.com/archmailv2-kr/search.
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KR> training

[Rayner, Todd M.]

Does anyone do training in a KR2?

KR> training

[Flesner]

At 02:02 PM 7/17/2014, you wrote:
>Does anyone do training in a KR2?


Not to my knowledge.  But, don't let that stop you from starting a KR 
project or from finishing up your existing project.

First off,  the KR is not a difficult airplane to fly.  Second,  you 
may find someone to give you a short ride in their KR to let you 
experience the handling qualities.  Lastly, there are many aircraft 
you could get a ride in , like an RV, to help sensitize you to 
similar handling qualities.  Bottom line is there are ways to prepare 
yourself for the KR without getting a checkout in a real KR.  Don't 
let that be a roadblock.  Many have gone before you and worked it out.

Larry Flesner  

KR> training

[Ray Fuenzalida]

Hello All,
Just wanted to toss in my most recent experience and the value that I got out 
of it.  I know some of you guys out there (it feels like most of you) are 
experienced mechanics, fiberglass repairmen or aviation engineers.  For people 
like me who are real estate guys it has been a big learning curve and I believe 
I am still on the bottom end of the slope.  But I have learned a lot and I 
expect to learn more.
 
I am  a part owner of  a Beechcraft Sundowner and my partner is a new A 
(retired from Monsanto so this is his 2nd career) and together with an IA we 
did a complete annual this past weekend.  I believe I was the willing slave 
labor for the job.  But the important part is that I learned a great deal this 
weekend.  I have always believed you learn much more by doing something as 
opposed to reading about it, listening to someone tell you about it or even 
watching someone do it.
So I am now somewhat of an expert on repacking wheel bearings, changing brake 
pads, replacing the wheels and disassembling just about every inspection plate 
on the plane.  We had a fuel leak in the selector valve and I actually swapped 
it out.  So my hands & fingers are scarred up and a little stiff from fighting 
to get to the nuts/fittings holding it in. We had to defuel the plane and more. 
 It was great.
The bottom line is that I am infinitely more familiar with this plane than I 
was last week.  I have learned a great deal and will be much more confident 
working on my KR2S. 
Things I didn't know about include items such as during the compression test, 
the prop can spin and give you a good whack on the head.  Without being warned 
in advance it could have easily happened to me.  But now I do know how to 
"feel" for top dead center.  What other little things to watch out for do I not 
know?  I will continue to try and find out.
 
Anyway, I feel a whole lot better about myself and that I may be more capable 
than I was giving myself credit for.  Education and experience are wonderful 
things.  As I get more, I get more excited about what I can do with this KR2S 
and it seems really possible.
 
I encourage all of you who have doubts about your abilities, volunteer to be 
the labor in any inspection/job and you will be the better for it.  I know a 
guy about to do some fiberglass work on his speedboat.  I intend to learn all 
about fiberglassing there.
 
Keep working.  I intend to.
 
Ray
New Orleans
 

KR> Training and the KR

[Colin Rainey]

Ron
A couple of problems with what you just stated. First, you cannot have 
passengers while testing in Phase I for the 40 hours.  That shoots down dual 
anything, sorry.  Second, you cannot perform ANY form of commercial operations 
in an Experimental Category Aircraft, including flight instruction, except for 
transition training for a rated pilot, meaning you would have to have your 
ticket already, and the CFI would have to be able to give instruction in that 
aircraft, which means he would have acquired 5 hours in type to teach in it 
(transition training into your KR would require 5 hours in yours or one like 
it).  Thirdly, ask Mark Langford and Joe Horton about those hard landings, and 
how many more there would have been if they had done their primary training in 
their KR.  I had no problem, but I have been flying since I was 12, soloed 
first when I was 16, and I am 42 now, and bought my KR2 when I was 40.

I agree with Steve Bray as to the approach to the KR.  They are not to be 
feared, BUT they ARE to be respected!  They can be docile and easily managed if 
well built, and a competent, alert pilot is flying them.  But, if he goes to 
sleep/day dreams, or is having an "off day" he may be trailering it back home 
for some repairs.  The window of performance is wide, but the edges are like 
cliffs, playing to close without a "safety line" can be very dangerous.  Lack 
of this respect can be read about on Mark L's site from NTSB reports about 
crashes with the KR.  Too many have tried to fly their KR like a spam can 
Cessna and have regretted it.  KR's do NOT tolerate being behind the power 
curve, and will give you an ugly reminder if you forget!   Steve is correct, 
which is why my earlier post recommended some time in a Mooney or Beechcraft 
that is certified "high performance".  It is time that is irreplaceable if 
there is such a word, for its experience.

Happy flying...

Colin Rainey
brokerpilot9...@earthlink.net
EarthLink Revolves Around You.

KR> Training and the KR

[Ron Smith]

Colin Rainey  wrote:Ron
A couple of problems with what you just stated. First, you cannot have 
passengers while testing in Phase I for the 40 hours. That shoots down dual 
anything, sorry. Second, you cannot perform ANY form of commercial operations 
in an Experimental Category Aircraft, including flight instruction, except for 
transition training for a rated pilot, meaning you would have to have your 
ticket already, and the CFI would have to be able to give instruction in that 
aircraft, which means he would have acquired 5 hours in type to teach in it 
(transition training into your KR would require 5 hours in yours or one like 
it). Thirdly, ask Mark Langford and Joe Horton about those hard landings, and 
how many more there would have been if they had done their primary training in 
their KR. I had no problem, but I have been flying since I was 12, soloed first 
when I was 16, and I am 42 now, and bought my KR2 when I was 40.

I agree with Steve Bray as to the approach to the KR. They are not to be 
feared, BUT they ARE to be respected! They can be docile and easily managed if 
well built, and a competent, alert pilot is flying them. But, if he goes to 
sleep/day dreams, or is having an "off day" he may be trailering it back home 
for some repairs. The window of performance is wide, but the edges are like 
cliffs, playing to close without a "safety line" can be very dangerous. Lack of 
this respect can be read about on Mark L's site from NTSB reports about crashes 
with the KR. Too many have tried to fly their KR like a spam can Cessna and 
have regretted it. KR's do NOT tolerate being behind the power curve, and will 
give you an ugly reminder if you forget! Steve is correct, which is why my 
earlier post recommended some time in a Mooney or Beechcraft that is certified 
"high performance". It is time that is irreplaceable if there is such a word, 
for its experience.

Colin,

  I know that I cannot train in the plane before the 40 hours. What I meant was 
and I think I said it, was that I would get my private BEFORE I finish my 
plane, and train in my plane, as a p.p. I'm sure I will get some time in a Hi 
preformance plane. Like I said, I've never been worried about my piloting 
skills. My instructor, very rarely ever took the controls, and when they did it 
was to show me something. I landed the plane every time myself and never had a 
real bad one, or even bounced, in as many landings I did in 25 hours. One time 
I did screw up and completly forgot to put in the flaps at all. Landed a little 
fast but, that was just a simulation of a flap failure. :)



-
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KR> Training and the KR

[Mark Langford]

Colin Rainey wrote:

>Thirdly, ask Mark Langford and Joe Horton about those hard landings...

Hey, it wasn't a hard landing, it was a "landing gear test", where I proved
that 5.5 g's was not a problem, in case I ever needed to know that...

Mark Langford, Huntsville, Alabama
see KR2S project N56ML at http://home.hiwaay.net/~langford
email to N56ML "at" hiwaay.net

KR> Training and the KR

[Brian Kraut]

I may be misinterpreting what you are saying, but I think you might be
confusing the 40 hours required to get your license (is it still 40 hours
these days?)with the 40 hours of solo flight on an experimental before it
can carry passengers, including you and and an instructor.  Meaning that
weather you have your license or not you can not take an instuctor in the
plane until the plane has 40 hours on it.  Sorry if I have screwed up what
you had intended to say.

Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of Ron Smith
Sent: Sunday, December 11, 2005 10:30 PM
To: brokerpilot9...@earthlink.net; KRnet
Subject: Re: KR> Training and the KR



Colin,

  I know that I cannot train in the plane before the 40 hours. What I meant
was and I think I said it, was that I would get my private BEFORE I finish
my plane, and train in my plane, as a p.p. I'm sure I will get some time in
a Hi preformance plane. Like I said, I've never been worried about my
piloting skills. My instructor, very rarely ever took the controls, and when
they did it was to show me something. I landed the plane every time myself
and never had a real bad one, or even bounced, in as many landings I did in
25 hours. One time I did screw up and completly forgot to put in the flaps
at all. Landed a little fast but, that was just a simulation of a flap
failure. :)



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KR> Training and the KR

[Ron Smith]

Brian Kraut  wrote:  I may be misinterpreting what you 
are saying, but I think you might be
confusing the 40 hours required to get your license (is it still 40 hours
these days?)with the 40 hours of solo flight on an experimental before it
can carry passengers, including you and and an instructor.  Meaning that
weather you have your license or not you can not take an instuctor in the
plane until the plane has 40 hours on it.  Sorry if I have screwed up what
you had intended to say.

Brian Kraut
Engineering Alternatives, Inc.
www.engalt.com

-No  worries Brian. I have 25 hours logged for my Private. I will have got  my 
private before I finnish my plane. Probably another 25 hours since I  have 
taken a break for awhile. I will have someone test fly my plane  like Mark L 
did. Then after I get some dual time in a kr, and I'm sure  mine flys 
reasonably well, I'll fly off the 40 test hours. AND  THENI'm going to 
visit some of you guys, in my carbon beast!!   That's my story and I'm sticken' 
to it. :)



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KR>Training Wheel

[Stephen Jacobs]

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

Hi Serge

Where are you?  I noted you're a/c reg was South African, so I hoped
that we were sort of neighbours - then I saw your address as in Tunisia.

Your recent post refers to SA (if they had been available in
South Africa).

So we have a Californian design, built in SA, living in France and flown
by a Tunisian - probably with a German Motor. 

Steve J
Lusaka,Zambia

KR>Training Wheel

[Mark Jones]

All of you guys talking about the KR with a training wheel (noeswheel) are
going to make me have an inferior complex when I pull up in mine at the 2004
Gathering. Therefore, I have decided to make mine a convertible. I think I
will install a fake tail wheel (like an inline skate wheel) on the back with
a swivel. Then, on the nose strut, I a can install some of those push clips
so that upon landing, I can jump out at the end of the run way, remove the
nose wheel, transfer a sand bag from the seat to the back of the plane to
hold the tail down and come taxing up on the ramp as a taildragger. Then
maybe, just maybe I will be accepted. :-)   What...it's not FridayI just
could not resist

Mark Jones (N886MJ)
Wales, WI  USA
E-mail me at flyk...@wi.rr.com
Visit my KR-2S CorvAIRCRAFT web site at
http://mywebpage.netscape.com/n886mj/homepage.html


- Original Message - 
From: "Dana Overall" 
To: 
Sent: Thursday, February 19, 2004 6:02 AM
Subject: RE: KR>Do we need a tail wheel lock on a KR?


> >From: "Dan Heath" 
> >
> >No, but you need to use expansion springs. The compression springs are
way
> >too stiff, ask me how I know. Also, use springs, don't set it up with a
> >direct connect. AS sells a nice compression spring set.
>
>
> Here' something to look at if you can make the geometry work.  This is an
> aftermarket spring replacement unit that proports to achieve dramatic
> improvement in the feel transferred to the rudder pedals.  The length from
> rudder horn to steering link is 13.25".
>
>
> http://www.iwantarocket.com/
>
>
>
> Dana Overall
> 1999 & 2000 National KR Gathering host
> Richmond, KY i39
> RV-7 slider, Imron black, "Black Magic"
> Finish kit
> 13B Rotary. Hangar flying my Dynon.
> http://rvflying.tripod.com/aero1.jpg
> http://rvflying.tripod.com/aero3.jpg
> http://rvflying.tripod.com/blackrudder.jpg
> do not archive
>
> _
> Store more e-mails with MSN Hotmail Extra Storage - 4 plans to choose
from!
> http://click.atdmt.com/AVE/go/onm00200362ave/direct/01/
>
>
> ___
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> please see other KRnet info at http://www.krnet.org/info.html
>

KR>Training Wheel

[JIM VANCE]

If  you really want to be the center of attention, retract the mains too.

Jim Vance

- Original Message - 
From: "Mark Jones" <flyk...@wi.rr.com>
To: "KRnet" <kr...@mylist.net>
Sent: Thursday, February 19, 2004 6:13 AM
Subject: KR>Training Wheel


> All of you guys talking about the KR with a training wheel (noeswheel) are
> going to make me have an inferior complex when I pull up in mine at the
2004
> Gathering. Therefore, I have decided to make mine a convertible. I think I
> will install a fake tail wheel (like an inline skate wheel) on the back
with
> a swivel. Then, on the nose strut, I a can install some of those push
clips
> so that upon landing, I can jump out at the end of the run way, remove the
> nose wheel, transfer a sand bag from the seat to the back of the plane to
> hold the tail down and come taxing up on the ramp as a taildragger. Then
> maybe, just maybe I will be accepted. :-)   What...it's not FridayI
just
> could not resist
>
> Mark Jones (N886MJ)
> Wales, WI  USA
> E-mail me at flyk...@wi.rr.com
> Visit my KR-2S CorvAIRCRAFT web site at
> http://mywebpage.netscape.com/n886mj/homepage.html
>
>
> - Original Message - 
> From: "Dana Overall" <bo12...@hotmail.com>
> To: <kr...@mylist.net>
> Sent: Thursday, February 19, 2004 6:02 AM
> Subject: RE: KR>Do we need a tail wheel lock on a KR?
>
>
> > >From: "Dan Heath" <da...@alltel.net>
> > >
> > >No, but you need to use expansion springs. The compression springs are
> way
> > >too stiff, ask me how I know. Also, use springs, don't set it up with a
> > >direct connect. AS sells a nice compression spring set.
> >
> >
> > Here' something to look at if you can make the geometry work.  This is
an
> > aftermarket spring replacement unit that proports to achieve dramatic
> > improvement in the feel transferred to the rudder pedals.  The length
from
> > rudder horn to steering link is 13.25".
> >
> >
> > http://www.iwantarocket.com/
> >
> >
> >
> > Dana Overall
> > 1999 & 2000 National KR Gathering host
> > Richmond, KY i39
> > RV-7 slider, Imron black, "Black Magic"
> > Finish kit
> > 13B Rotary. Hangar flying my Dynon.
> > http://rvflying.tripod.com/aero1.jpg
> > http://rvflying.tripod.com/aero3.jpg
> > http://rvflying.tripod.com/blackrudder.jpg
> > do not archive
> >
> > _
> > Store more e-mails with MSN Hotmail Extra Storage - 4 plans to choose
> from!
> > http://click.atdmt.com/AVE/go/onm00200362ave/direct/01/
> >
> >
> > ___
> > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> > please see other KRnet info at http://www.krnet.org/info.html
> >
>
>
>
> ___
> to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net
> please see other KRnet info at http://www.krnet.org/info.html

KR>Training Wheel

[intrepid...@juno.com]

> "Mark Jones"  writes:
> .
> I think I will install a fake tail wheel (like an inline skate
> wheel) on the back with a swivel.

  Not as silly an idea as it may seem.   Virtually all American
  Yankees and Grumman Trainers have skid marks on their
  plastic tailcones caused by hitting and dragging the tail on 
  a less-than-perfect landing.   A desk chair caster wheel back
  there would be an obvious answer, not to mention reinforcing
  the idea of "training wheel on the front".  

  Saw a photo recently of a Fouga Meister (sp?) jet warbird ---
  tucked into the ventral fin was exactly such a "fourth wheel" !

  Art Cacella   1970 American AA-1  N6155L  "Dinkie"
  1972 KR-1 Plans, still not started 
  ( but four metal homebuilts underway )
  Winston-Salem, NC


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KR>Training Wheel

[Joseph H Horton]

> All of you guys talking about the KR with a training wheel 
> (noeswheel) are
> going to make me have an inferior complex when I pull up in mine at 
> the 2004
> Gathering. Therefore,
Mark ,
When you show up with your KR at the gathering I beleive that it should
be with a superiority complex and it would be deserved.
Joe Horton
Coopersburg, Pa.
joe.kr2s.buil...@juno.com

KR>Training Wheel

[Serge F. Vidal]

Actually, large inline skate wheels (100 or 120 mm diameter) would make
perfect KR2 tailwheels. I would have used one if they had been available in
South Africa.

The "Jet warbird" you are referring to is a "FOUGA MAGISTER". It is a French
design, and it is an old  two seater jet trainer (normally un-armed).

Serge Vidal
KR2 ZS-WEC
Tunis, Tunisia (pilot)
Orleans, France (aircraft)

-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net]On
Behalf Of intrepid...@juno.com
Sent: Thursday, February 19, 2004 23:38
To: kr...@mylist.net
Subject: Re: KR>Training Wheel


> "Mark Jones" <flyk...@wi.rr.com> writes:
> .
> I think I will install a fake tail wheel (like an inline skate
> wheel) on the back with a swivel.

  Not as silly an idea as it may seem.   Virtually all American
  Yankees and Grumman Trainers have skid marks on their
  plastic tailcones caused by hitting and dragging the tail on
  a less-than-perfect landing.   A desk chair caster wheel back
  there would be an obvious answer, not to mention reinforcing
  the idea of "training wheel on the front".  

  Saw a photo recently of a Fouga Meister (sp?) jet warbird ---
  tucked into the ventral fin was exactly such a "fourth wheel" !

  Art Cacella   1970 American AA-1  N6155L  "Dinkie"
  1972 KR-1 Plans, still not started 
  ( but four metal homebuilts underway )
  Winston-Salem, NC


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KR>Training Quandry, can KR's have dual pedals and sticks?

[larry severson]

Dual sticks are easy.

Where the plans place the single stick, place a control horn, with the same 
offset bolt holes as on the existing stick, in the center of a supporting 
tube the mounts on the main wing spar near the outside foot of each seat. 
Cut the tube to mount the control sticks between the legs. The current 
control cabling will stay the same.

Larry Severson
Fountain Valley, CA 92708
(714) 968-9852
lar...@socal.rr.com 

KR>Training Quandry, can KR's have dual pedals and sticks?

[Thomas Brock]

Thanks again everyone for all of your help. I know that I am getting
closer to buying my KR. It might just happen before Christmas, which is
what I've been shooting for. Just as I think I'm getting closer, I seem to
run into another snag. But your help has always seemed to provide the
right answers.

I did check with my flight instructor here on the training requirements
for his to teach me. Although I've seen KR's with dual stick, I'm not sure
if there is one with dual pedals. If not, is this a modification that can
be made without too much expense and damage to the airplane. The reason I
ask is because my flight instructor says he will not get in the plane
without full dual control.

The quandary I have is that there are no planes for flight instruction
here. Everyone has their own plane, or  has taken the months to move into
Anchorage to learn how to fly. The people who've done this are students
who are planning careers as commercial pilots. I can't move into Anchorage
to learn how to fly. I really don't want to buy a C150 just to learn how
to fly.

What I really want to do is buy a KR2 or similar modern plane and learn
how to fly it. I'd been looking at the Varieze but have discovered that
they have no provision for dual control either. In addition, the Varieze
doesn't seem to have the member-user base of the KR planes.

So, what do you have in mind? Can I buy a KR and then have it adapted with
full dual control?

While we are on the subject of KR2 training, can someone explain the FAA
sport license proposal. How will it be different from the standard private
pilot license?   Thanks in advance for all replies.

Thomas

KR>Training Quandry, can KR's have dual pedals and sticks?

[Dana Overall]

Thomas, with this hotmail account many people have probably responded to 
your questions and I haven't seen them yet, but here goes.

Yes, you can buy a single stick KR and convert it to dual control.  Really 
not an issue.  As far as rudder pedals go, most KRs are built with passenger 
pedals.  Now, when it comes to brakes on that side, well that was up to the 
builder.  It again, is not a real issue to install brakes on the passenger 
side.

As the sport pilot is written right now, the KR will not qualify as a sport 
airplane.  It addresses a day/VFR pilot flying a slow airplane with self 
medicals.  Interesting note, the proposal still has in it's core a 3rd. 
class medical or state drivers license, but..it still 
contains the statement you must sign saying you are not aware of any medical 
condition which would preclude you from being able to obtain a 3rd. class 
medical.  Big sentence.  Whether it will be there when it finally comes out 
is the $1000 question.



Dana Overall
1999 & 2000 National KR Gathering host
Richmond, KY
RV-7 slider, Imron black, "Black Magic"
Finish kit
Buying Instruments. Hangar flying my Dynon.
http://rvflying.tripod.com
do not archive

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KR>Training Quandry, can KR's have dual pedals and sticks?

[kevin]

Hi Tom ,


 Most all kr,s have dual pedals , i know mine does . what most lack are
dual brakes . I have hydralic heel brakes on the pilot side . Dual stick is
not hard at all to do .. KevinAt 02:10 AM 12/18/03 -0900, you wrote:
>Thanks again everyone for all of your help. I know that I am getting
>closer to buying my KR. It might just happen before Christmas, which is
>what I've been shooting for. Just as I think I'm getting closer, I seem to
>run into another snag. But your help has always seemed to provide the
>right answers.
>
>I did check with my flight instructor here on the training requirements
>for his to teach me. Although I've seen KR's with dual stick, I'm not sure
>if there is one with dual pedals. If not, is this a modification that can
>be made without too much expense and damage to the airplane. The reason I
>ask is because my flight instructor says he will not get in the plane
>without full dual control.
>
>The quandary I have is that there are no planes for flight instruction
>here. Everyone has their own plane, or  has taken the months to move into
>Anchorage to learn how to fly. The people who've done this are students
>who are planning careers as commercial pilots. I can't move into Anchorage
>to learn how to fly. I really don't want to buy a C150 just to learn how
>to fly.
>
>What I really want to do is buy a KR2 or similar modern plane and learn
>how to fly it. I'd been looking at the Varieze but have discovered that
>they have no provision for dual control either. In addition, the Varieze
>doesn't seem to have the member-user base of the KR planes.
>
>So, what do you have in mind? Can I buy a KR and then have it adapted with
>full dual control?
>
>While we are on the subject of KR2 training, can someone explain the FAA
>sport license proposal. How will it be different from the standard private
>pilot license?   Thanks in advance for all replies.
>
>Thomas
>
>
>___
>see KRnet list details at http://www.krnet.org/instructions.html
>
>

KR>Training Quandry, can KR's have dual pedals and sticks?

[Rick Wilson]

Thomas, Most KR2's are equipped with dual rudder
pedals. I've very seldom heard of one that doesn't. As
for dual sticks, If the one you buy doesn't have dual
sticks, you can buy the dual stick controls from
Rand-Robinson and several other suppliers. You can
have it put in or put it in yourself without too much
difficulty. But again, I've seen very few KR2's that
don't have dual rudder pedals, even with a center
stick. Rick Wilson.
--- Thomas Brock  wrote:
> Thanks again everyone for all of your help. I know
> that I am getting
> closer to buying my KR. It might just happen before
> Christmas, which is
> what I've been shooting for. Just as I think I'm
> getting closer, I seem to
> run into another snag. But your help has always
> seemed to provide the
> right answers.
> 
> I did check with my flight instructor here on the
> training requirements
> for his to teach me. Although I've seen KR's with
> dual stick, I'm not sure
> if there is one with dual pedals. If not, is this a
> modification that can
> be made without too much expense and damage to the
> airplane. The reason I
> ask is because my flight instructor says he will not
> get in the plane
> without full dual control.
> 
> The quandary I have is that there are no planes for
> flight instruction
> here. Everyone has their own plane, or  has taken
> the months to move into
> Anchorage to learn how to fly. The people who've
> done this are students
> who are planning careers as commercial pilots. I
> can't move into Anchorage
> to learn how to fly. I really don't want to buy a
> C150 just to learn how
> to fly.
> 
> What I really want to do is buy a KR2 or similar
> modern plane and learn
> how to fly it. I'd been looking at the Varieze but
> have discovered that
> they have no provision for dual control either. In
> addition, the Varieze
> doesn't seem to have the member-user base of the KR
> planes.
> 
> So, what do you have in mind? Can I buy a KR and
> then have it adapted with
> full dual control?
> 
> While we are on the subject of KR2 training, can
> someone explain the FAA
> sport license proposal. How will it be different
> from the standard private
> pilot license?   Thanks in advance for all replies.
> 
> Thomas
> 
> 
> ___
> see KRnet list details at
http://www.krnet.org/instructions.html


=
Rick Wilson, Haleyville, Alabama KR2-0200A -99% rwdw2...@yahoo.com



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