Stef wrote:
I am using 4130 steel for my roll bar but my plane is a radical departure
from a standard KR so I don't know how carbon fiber would work. I think
that strength is only 1/2 the equation here. Abrasion resistance is just as
important if your scraping down the runway upside down at 30-4
Mark,
We have some great photos on the KR website, including one of a "pin-up" gal
on a KR wing and flying form on a BD-5. There used to be one on the site in
front of a Concorde if I remember right.
How about one of a KR on the TOPGUN flightline parked next to an F-16
aggressor in Russian
Paul,
You are one ahead of me. I was not able to get the resolution fine enough
to be able to read all the data on the screen. I could read most of it, but
not all, and that is a very dangerous place to be when flying an approach
for real. I have been in the goo too many times to be risking it.
Todd wrote:
Anybody out there have anything bad to say about these systems?
Todd,
The one problem I have found with the iFly is on the approach plates. If
you are going to use the approach plate feature, be aware that the entire
plate does not fit on the screen. You will have to slew it around
>Yep, Short people get no respect. (5'7" and all my height is in my upper
torso). So, I don't fit the suits.
All,
Flight suits are not designed to really fit anyone well. The only ones that
look like they fit have been tailored (Blue Angels, Thunderbirds, actors,
the Village People, and the
My input would be the Dynon systems are hard to beat.
Easy to install (from personal experiences).
Very easy to operate (for the stick-ape in all of us).
More features than even a control freak can use up.
Great price (from sources other than AS).
Can be used for IFR (with a back-up). N
Kris wrote:
"This is off the KR aircraft subject, but Merry Christmas and Happy Holidays
to all of you."
Kris,
I do not think it at all off the subject. Angels in the biggest formation
in history announced the first Christmas, flying VFR at night over shepherds
in Israel. That qualifies as avi
James wrote:
I've used the iFly 700 since Lowrance had problems with their updates. I
love it and wouldn't consider any thing else.
KR-netters,
Vertical Avionics got one of iFly's demo units to show my EAA chapter. As
James wrote, they are excellent units, with touch screens. Very intuitive
ppreciable impact on
their readings. They have been tested with boiling water and against an IR
thermometer to verify their accuracy. It may not be textbook, but it works
fine.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
Herbert wrote:
..can anyone tells me the average counterweight of a plans built
aileron balance arm for the new 16% airfoil wing?
Herbert,
I think mine were just over 2.5 lbs, about 2 lb 9 oz as I recall.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
360 678 1602
KR pilots and builders,
The FAA sent me a "WARNING NOTICE" for my part in the mishap involving Jim
Morehead's KR2, N522PC. Rather than regurgitate all the facts here, the
short is this:
- I flew the plane for 12.1 hours, including dual time with several other
pilots in the 40-hour Phase I te
KR fliers,
A couple of folks e-mailed me offline and asked me to be a bit more specific
in my suggestions. Pardon my regression to military-speak in my last post.
Here we go:
Nose high unusual attitude recovery:
Throttle - max.
Push the stick to less than one "G" toward the horizon. Note that
KR fliers,
Something else that should be discussed after our productive discussion of
stalls is how to recover the plane properly should one find oneself looking
at the dirt from an unusual attitude. From reading reports of several
people's recoveries from being nose down the approach that come
Martin wrote:
I would think that the best way to approach this is to practice slow
flight as much as possible, extending the lower speed slowly and
cautiously over many flights
Martin,
You should be doing at least a power off approach to stall on the very first
flight in the plane. If you do
KR fliers and soon to be fliers,
I hope the discussion on stalls has been a fruitful one. Please no one out
there think I am saying the plane should not be flown to approach to stall
or full stall. My point is to present a word of caution on flying full
power stalls. It does not take a great
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
KR-netters,
There have been two excellent posts recently concerning full power stalls in
the KR. Mark Langford's personal experience of flipping upside down after a
hard roll out of a full power stall is not unique to the KR, but the math
behind the snap roll says the high-powered short KR shou
Steve wrote:
How close to the rear of the forward spar should the back of the tank be?
Steve,
I have aluminum tanks in my outer wings. They run almost to the tips.
Inboard they are 14 inches aft toward the rear spar and outboard they are
nine inches deep. My tanks are almost right up against t
Steven wrote:
I was thinking of doing like others and
placing them on the firewall shelf but wasn't sure because of the
close proximity of the fuel tank.
Steven,
As long as raw fuel cannot get to them, the shelf if a good location.
Use the location of the battery to balance out your weight and
Craig wrote:
No doubt about it I am going to be right near 1300# full fuel and the wife
with 30# baggage if I can get the empty weight at 764# like Marks plane.
Craig,
I would shoot for a plane that weighs in around 700 even. Mark's plane is a
very heavy aircraft. I think when he originally
ve it, but am considering
the SkyView as an upgrade to get the transponder and a few other features.
If you want more info, contact me offline.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
360 678 1602 (W)
recommendations
for those who follow.
One question. When you say you leveled the plane after bouncing, do you
mean that you gave the plane any forward stick after bouncing or just held
what you had before the second touchdown?
The plane can be fixed. Glad to hear you are fine.
IHS,
David Goodman
Terry wrote:
The KR is so light and delightful on the controls now; it's hard to imagine
making it better.
Terry,
I agree and disagree.
It would be a lot of work, but look at how much work ML put into his plane.
While we certainly all benefitted from his efforts, if the goal was to just
build
Jose wrote:
I had been thinking about a fly by wire design, I had posted this on my
other forum I'm a member of, but too many of them are "BUILD IT to PLANS!!"
type, I like to change things for the better.
Jose,
I applaud your motivation and enthusiasm! This sounds like a tremendous
amount of w
replaced on the elevator
eventually, probably in another 150-200 hours or so. I will cross that
bridge when it is before me.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
360 969 1174 (C)
Jeff wrote:
Is the KR2 really a lot more sensitive than a KR2S?
Having recently flown both the KR2S (mine) and test flown a basically stock
KR2 (small extensions on the horizontal stab) I can say they felt the same
to me. I honestly could not tell enough difference between them to say one
felt a
Pat wrote:
This seems to be a characteristic of the KR, at least as far as pitch is
concerned and maybe it isn't a problem for experienced or high time pilots
but for those of us considering building one of these cool little machines,
would it be possible to make it control more like a trainer and
Todd wrote:
Anyone attending Copper State next weekend?
Todd and KRnetters,
My family and I will be there as vendors. Come by Vertical Avionics in the
main tent. Looking forward to seeing some other KR folks there.
Unfortunately, Goliath will not be there and we will not have our Aeromax
engin
ta, let me know and I can
e-mail you privately.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
used chalk, string, and
angled aluminum and my wheel alignment is quite acceptable.
There will be plenty of things to spend money on down the road, for the
engine, fuel system, and cockpit. My recommendation is to hold on to your
hard-earned cash until then.
IHS,
David Goodman
Vertical Avionics
os and write-up of the mishap aircraft at:
http://sites.google.com/a/wildblue.net/goodmans/Home/2010-kr2-mishap
If you have questions about flying a KR for the first time, call me as well.
I will spend however much time you need or want to help you get ready for
that first flight.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
aks in metal tanks to think about.
IHS,
David Goodman
Vertical Avionics, Inc.
www.verticalavionics.com
Todd wrote:
> Can someone walk me through how to get accurate wind
> information at 7500' with only a GPS?
Mark Langford wrote:
But to answer your question, the guys with a Dynon would just tell you to
look at the screen if you want wind direction and velocity...
Mark's point about checking yo
> Am I the only one that seems to screw up so much or am I the only one that
> admits it?
>Joe Horton,
Thomas Edison: 10,000 tries to make the light bulb before he got it right
and changed the entire world.
IHS,
Dave "Zipper" Goodman
President, EAA-818
Mike wrote:
"Jim Morehead's has the right idea for a drag flap. It is large, goes
down to almost 90ยบ, has a very nicely designed deployment lever, and
worked beautifully. It really slowed the plane down with no fuss. I
would copy Jim's design if I were building a KR with a belly drag flap."
Ha
>Joe wrote:
>Sorry this is so long but I thought it may help someone to know what can
happen at >the wrong times.
If safety information keeps one person alive, or helps mitigate a mishap or
injury down the road, it is more important than virtually anything else put
on the net.
Were there any
KR-netters,
I have a KR VW cowling that needs to go on a plane vice sitting in my
hangar. This is an original RR cowling, still in the original RR shipping
box. New they are $599. Asking $250.00 for it. If interested e-mail me
privately at dgoodman(at)verticalavionics.com. If no one wants i
KR-netters,
Photos and a write-up on the mishap with N522CP are now on my website,
http://sites.google.com/a/wildblue.net/goodmans/Home/2010-kr2-mishap for
anyone who is interested in how it looked. As with all mishaps, there are
some good lessons to be learned from this that may keep you from
KR builders and pilots,
Here is a narrative of the salient points from Jim and my mishap last week
at KRIU. If anyone has questions, they may either e-mail me or call me at
360 678 1602. The goal is that everyone out there who is getting ready to
fly or will fly a KR understands how quickly thin
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