Bill Zink and netters FAR 61.31 paragraph k (2) (iii) states: The ratings limitations of this section do not apply to- (iii) The holder of a pilot certificate when operating an aircraft under authority of an experimental or provisional aircraft type certificate.
Sorry Bill but the FARs clearly make exception for pilots operating aircraft with an experimental certificate. Kinda falls into the part about being a test pilot. The part of the operating limitations that you read apply to having an appropriate rating in category and class, and if the aircraft has a type rating, then the PIC must have one also. Tailwheel aircraft although recognized for their unique training by the FAA, do not require a type rating so by the definition that you posted only require a PIC to have the matching category and class rating, which for the KR1 or KR2/KR2S is a airplane single engine land rating. Having said that I personally feel that it is absolutely essential for at least the equivalent of the training required to get the endorsement should be acquired by any pilot wanting to be as safe as possible in either a tailwheel or complex aircraft. Habits that are formed either in proper training, or improper learning by mistakes are the first action reaction during an emergency. Bill don't know who you talked to about slipping, but as published in The Airplane Flying Handbook, slipping to a landing to make normal landings as a rule, is a bad habit to cover up bad planning. A proper approach should be plannned where the need to slip is eliminated. Exception: any aircraft like the Citabria, some Pitts, and some KR's are not equipped with flaps or speed brakes, and therefore it is very prudent to make a closer pattern and approach at normal speeds and then slip to get rid of the excess altitude in order to protect the pilot against an engine out approach that could make it difficult if not impossible to reach the runway. So be careful to include ALL tailwheel aircraft, and ALL KR's. I for one WILL NOT slip on final unless there is a cross wind (which results in a SIDESLIP) or I want to make an approach over an obstacle, by remaining high on purpose until I clear the obstacle, then slip to lose the extra altitude. Both procedures are in The Airplane Flying Handbook and are taught by all good CFI's in Private Pilot training. Yes all pilots should be competent in slips but they are NOT appropriate for ALL landings. And yes I have said repeatedly that a pilot DOES NOT want to get any aircraft, much less a KR slow at low altitude due to the inability to recover from a stall at low altitude. Even some of the world's best pilots, acrobatic pilots cannot recover from a stall induced or encountered at low altitude... Colin M Rainey First National Mortgage Sources Lending Solutions in All 50 States 386-673-6814 o 407-739-0834 c co...@firstnationalmortgage.org
