Good news and bad news: After standing down for three and a half years for
medical issues, those are done; BasicMed cleared to fly. During that time I
installed mods to correct CG issues, RevMaster oil cooler, fuel pump and oil
pump, new main gear legs, wheel fairings, electric flaps, welded aluminum
fuel tanks, moved the Great Plains 2180 VW forward 2 inches (Jim Faughn),
new brake pedals (Larry Flesner), new engine cowl and converted to
single-place operation. Here is the narrative for test flight #5 made on
November 6, 2019:
The aircraft is a KR-2 N6242 EA-B, built from vendor plans by myself. This
model is generally acknowledged to be responsive in handling
characteristics. The aircraft is in Phase I flight test. This event was
the fifth flight. Modifications had been completed to mitigate aft CG
issues found in the first four flights. The cockpit had also been modified
to convert from two-place side by side to single-place for better
ergonomics. Fuel onboard measured 6 gallons right tank, 7 gallons left
tank. Total capacity is 15 gallons. Weather conditions: clear sky,
visibility greater than 10 miles, wind from the south at less than 5 knots
resulting in a direct crosswind component, gusts were 0 to 5 knots, windsock
favored using runway 29. Takeoff had no issues. Climbed easily to 2500
feet to the practice area 5 miles north of K2W6. Explored handling
characteristics. About 5 knots prior to each stall, got some slight
airframe buffet and elevator stick shake. Determined power off stalls to be
57 knots clean and 52 knots full flaps, no indication of wing drop. Shallow
and steep turns up to 45 degrees bank did not require rudder input for
coordination, as expected. All air speeds are indicated. Level cruise
speed was 124 knots at 2500 feet and 3000 RPM using a 52x52 wood prop. OAT
was 16 degrees C.
Returned to K2W6 and entered the 29 pattern cross wind at 1000 feet MSL.
Wind sock favored runway 29. Made radio calls for inbound, cross wind, down
wind, left base and final. There was no other aircraft traffic either on
the ground or airborne. The plan was to make two touch-and-goes and then a
full stop. This would be the first use of flaps for landing N6242. My first
approach using full flaps was at 65 knots, but to high over the threshold,
so executed a go-around. Down low under 50 feet AGL the crosswind required
a slight crab and also had some light gusts. The next full flap approach
crossed the 29 threshold at about 30 feet AGL and 65 knots. About 2 feet
AGL a sudden gust picked up the left wing just as I attempted to take out
the left crab. I countered with left roll and right rudder. Both inputs
were over-controlled and PIO started. The aircraft impacted the runway for
a hard landing in a level attitude. Rollout was tracking on the runway
centerline for a few seconds before the nose started a gradual uncommanded
pitch down. Full aft stick would not stop the pitch down. The prop
impacted the runway and yawed the nose to the left approximately 30 degrees.
Now sliding on the nose, the aircraft was heading in a straight line for the
left edge of the runway. Main gear wheels were functional. Right rudder
and braking was nil. As the nose impacted the grass, the aircraft yawed
quickly to the left in a ground loop. The right main gear collapsed and the
right wing tip scrapped on the edge of the runway. Total turn for the
ground loop was about one fourth of a turn. The aircraft stopped off the
runway pavement edge.
Before securing the aircraft I made a radio call to alert any other aircraft
that my aircraft was blocking the runway. When I shut off the ignition, the
engine stopped and the jagged stub of one wood prop blade suddenly appeared
over the cowl. A construction worker from the taxiway re-construction job
site was the first responder. I was not injured; seat belts do work. I
assisted the airport manager and the Skytech FBO personnel with a runway FOD
walk down picking up prop splinters and bits of fiberglass. The nose gear
was found about ten feet from the aircraft in the grass at the runway edge.
The collapsed right main gear leg was still attached to the aircraft. Perry
Benshoof, Washington FSDO, responded to the incident and authorized movement
of the aircraft. Skytech personnel used a fork lift, helicopter dolly and a
tractor to retrieve the aircraft and put it in my hangar at K2W6. Flight
time was 0.8 hours.
My insurance company Global Aerospace, Inc. declared the aircraft a total
loss. They now own N6242 and are going to sell it for salvage. Contact
Adam Martz, 913-749-0261. The center main spar is cracked due to the right
main gear collapse. I have a detail list of damages and equipment list if
you may be interested for salvage. Contact me off line.
The FAA Washington FSDO determined the cause of the incident was a nose gear
collapse. The gear leg stub indicated a prior stress crack (rust) at the
firewall mounting socket. The FSDO Safety Office had no adverse findings.
Off the record advice was to get more flight time per year. I agree.
Sid Wood
Tri-gear KR-2 N6242
California, MD, USA
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