Jeff wrote: Before we start beating drum about the KR being a dangerous craft to stall, you need to look a little farther. I practice both power off and power on stalls in my KR.
Jeff, I agree with you about stalling the KR. The chances of the average pilot making a mistake I a full power stall and turning it into either an inverted departure or spin is great enough to caution most KR pilots to not go out and try this maneuver. Ken Rand dropped 8000 feet after on by one report, and Mark Langford dumped his plane upside down doing the same. It is not the stall that is going to be the issue, it is the incipient spin phase of flight that if going to get someone killed. In my opinion there is zero good reason for the average KR pilot to be doing a full power stall in the KR. The attendant risk of departed flight is not something the average pilot (whether right or wrong) is ready for. Even as someone who has a lot of hours in planes doing high alpha flight I have zero reason to do this type flying in my own KR. If you enjoy flying in this envelope, by all means go for it! That is part of the fun of flying, to do things the way you want to. I would not advise others to do this is all I am saying, as the KR is unforgiving of mistakes one might make in this regime. IHS, David Goodman Vertical Avionics, Inc. 663 El Prado Ave. Coupeville, WA 98239 www.verticalavionics.com 360 969 1174 (C) 360 678 1602 (W) It's more docile and controllable in a power on stall than my Tomahawk was (the Tommy always wanted to roll over and spin). I would compare the handling in that regime to a Cessna 150, only quicker. Very docile and easy to recover. I have also spun it, but did not allow the spin to fully develop. Spin entry and recovery were also very docile. The spin entry was from an accelerated power on stall and was actually captured on video from another plane for use in an art video. Unfortunately, I only saw the video once and was never able to obtain a copy. For the average KR, your mileage may differ significantly, mostly due to CG considerations. Mark's plane is a different story with a completely different plan form from most. The one thing to remember about stalls, which really shows up during a power on stall, is that your ailerons are useless until you recover. You are handling the plane with rudder and elevator. -Jeff ScottN1213W ---------- Original Message ---------- Hello Phil, I once had a conversation with an early KR pilot that personally knew Ken Rand. He said that he did a full power stall in his KR at 9000 feet. He said it took more than 8000 feet to recover. It was so bad he said he had already decided that he was going to die but tried one more time and was able to get it to come out of the spin. It is not the "KR" that is the problem but any close coupled high power to weight?airplane. It is not going to stay straight when it stalls unless the ball is perfectly centered. I have more than 17,000 hours and a lot of aerobatic experience and I would not stall the KR with full power. I am not saying not to do it because I don't know your qualifications but simply wanted you to know what to expect based on the experience of this guy. On another note as a KR guy if you are ever in the southern part of Alabama look me up and we can go do some flying. Victor Taylor Irvington Alabama __ ____________________________________________________________ SHOCKING: 2010 Honda Civic for $1,732.09 BREAKING NEWS: High ticket items are being auctioned for an incredible 90% off! http://thirdpartyoffers.juno.com/TGL3141/4cf9212bf3a754eba86st03vuc _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html _______________________________________ Search the KRnet Archives at http://www.maddyhome.com/krsrch/index.jsp to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
