Colin, FAR part 61 was revised a couple of years ago to require the additional training for experimental aircraft with tail wheel, high performance, complex, etc. in order to carry passengers. Of course, the only one of these that applies to KR's is tailwheel training unless someone puts an awful big motor on one or adds a consant speed prop along with flaps and retracts. See below:
PERTINENT PORTIONS OF CURRENT FAR 61.31 (REVISED JULY 27, 2004) paragraph (k) Exceptions. (2) The rating limitations of this section do not apply to- (iii) The holder of a pilot certificate when operating an aircraft under the authority of- (B) An experimental certificate, unless the operation involves carrying a passenger; The standard "Operating Limitations" letter defined in paragraph 153 of Order 8130.2 has also changed to reflect this. See Order 8130.2F, paragraph 153, letter paragraph (18). This requirement was added to my limitations by the local FSDO prior to the rule change. However, it had no effect as my KR is a tricycle gear. Also, take care not to violate FAR 91.13. It could be careless to operate a tailwheel airplane without any training. :-) Regarding slipping, I slip my KR-2 routinely as I don't have any flaps or other drag producers. I think, in my case, it's better to err on the high side and then slip than to err on the low side and have to add power. Even though I don't set up my approach perfectly very often, sometimes on the rare occasion when I do, sometimes things go badly when the wind changes. It does that here occasionly. Ken Jones, kenbjo...@cinci.rr.com Sharonville, OH N5834, aka The Porkopolis Flying Pig - 152 hours KHAO ----- Original Message ----- From: "Colin Rainey" <brokerpilot9...@earthlink.net> > 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.
