Reread Stick and Rudder. You are setting up a DANGEROUS SITUATION, Virg
On 1/26/2014 10:28 PM, Larry&Sallie Flesner wrote:
> I can fly through a stall with my feet on the floor, using only
> aileron to keep wings level. I like that.
> Larry Flesner
>> ++
I can fly through a stall with my feet on the floor, using only
aileron to keep wings level. I like that.
Larry Flesner
>++
> PLEASE, DO NOT DO THAT ! KEEP THE WINGS LEVEL WITH
> THE RUDDER! You increase the Angle of
Glenn wrote:
I would think that the best way to approach this is to practice slow
light as much as possible, extending the lower speed slowly and
autiously over many flights, and at a very safe altitude; all the while
aining experience with the plane. Does that sound judicious? I always
h
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
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, and at a very safe altitude; all the while
gaining experience with the plane. Does that sound judicious? I always
thought the test
> Been re-reading 'Stick and Rudder' (Langewiesche)
> Artful flying is okay too.
The second one is by Michael Maya Charles, recent (very briefly) editor
(took J. Mac's place for two issues) of Flying. I've admired his writing
since his first story in Flying back in the 80's called "Freight Dog
Jeff Scott wrote:
>>An example of a plane you don't stall: If you choose to do an approach
>>stall in a Lancair 4 you do so with the gear down to prevent overspeeding
>>the airframe during recovery. You can expect it to roll onto it's back as
>>one wing will wash out quite abruptly and violen
I thought approach and departure stalls are part of the PTS that every pilot
should be able to perform for their PPL and are typically asked to demonstrate
during their BFRs. Now, that doesn't mean it should be performed in every
aircraft, as I'll discuss below. The point that I apparently fai
g is okay too.
Mark W
N952MW (res)
-Original Message-
From: krnet-boun...@mylist.net [mailto:krnet-boun...@mylist.net] On Behalf
Of Mark Langford
Sent: Friday, December 03, 2010 7:09 AM
To: KRnet
Subject: Re: KR> Stalls
"Joe" wrote:
Anybody have a "in the cockpit"
One thing that I learned during my flight training was NEVER pick
up a wing in the approach to
a stall with the aileron. It INCEREASES THE ANGLE OF Attack on the
low wing and
precipitates the stall on that wing and it stalls first, Virg
On 12/3/2010 11:55 AM, Jeff Scott wrot
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 powe
That is nice to know Jeff. Thanks for the report. I guess there are a lot of
variables to look at.
Victor
From: Jeff Scott
To: kr...@mylist.net
Sent: Fri, December 3, 2010 10:55:34 AM
Subject: Re: KR> Stalls
Before we start beating drum about the KR be
Mark Langford wrote:
<< I'm not trying to say that a KR is any more dangerous than any other
plane. >>
For my money Mark, your flight report is completely normal for most
airplanes. Early in my flight training I did the same thing when learning
accelerated stalls. While fixating on the airspee
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
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. 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
k
me up and we can go do some flying.
Victor Taylor
Irvington Alabama
From: oceanmanus
To: KRnet
Sent: Fri, December 3, 2010 7:17:57 AM
Subject: Re: KR> Stalls
Phil,
Wow, that would be great! Thanks buddy.
Joe Cygan
KR-2S
___
will make those with a
weak stomach sick when they watch it from all of the small movements of the
camera. Hope that helps.
GT
--- On Fri, 12/3/10, oceanmanus wrote:
> From: oceanmanus
> Subject: Re: KR> Stalls
> To: "KRnet"
> Date: Friday, December 3, 2010, 8:17 AM
&
Too bad you did not have that on video.
From: Mark Langford
To: KRnet
Sent: Fri, December 3, 2010 7:09:02 AM
Subject: Re: KR> Stalls
"Joe" wrote:
Anybody have a "in the cockpit" video of a KR2/KR2S in a full stall?
I don't ha
Phil,
Wow, that would be great! Thanks buddy.
Joe Cygan
KR-2S
From: "phillipmathe...@bigpond.com"
To: KRnet
Sent: Thu, December 2, 2010 9:44:23 PM
Subject: Re: KR> Stalls
Video full stall.
-
Joe that is a good idea. I have now purc
"Joe" wrote:
Anybody have a "in the cockpit" video of a KR2/KR2S in a full stall?
I don't have a video, but I've got one "full power full stall" permanently
fried into my brain. Left wing drops, plane drops and rolls inverted,
accelerates toward the ground at an incredible rate, everything in
Video full stall.
-
Joe that is a good idea. I have now purchased
a small hat mount or glasses mount camera.
I will look at that soon.
Phil Matheson
Down under.
Anybody have a "in the cockpit" video of a KR2/KR2S in a full stall?
Joe
Mark:
I recall from slow flight training in a 150 when I was made to stall the
aircraft in a turn--- The high wing would always break first and that was a good
way to get into a spin but 150s are pretty forgiving and did not snap-roll
easily and were not designed to thake that but the altimeter w
Listees:
Joe Beyer Claims his craft stalls at 46 mph.
I ran air calck on the RAF48 airfoil @ 900# with the 78 sf wing area
claimed and sure enough got a clean power off stall 52 mph. I then put
51 as a given with a Lift Coef. of 1.5 and then 1.6 and got max.
allowable gross weights of 780# an
Don wrote:
> Can anyone confirm their stall speeds at these gross weights or can any
> one tell me their clean fixed gear stall speeds at thier actual clean
> fixed gear gross weight at the time.
I don't know that anybody can really "confirm" their stall speeds. It
sounds easy enough, but someh
> It should be noted that
>my wings are about 14" shorter on each end than the plans call for (no foam
>extensions), and my wing's lift is being compromised by the lack of gap
>seals, not to mention gritty primer overspray on the wings. So even with my
>best efforts, that's probably no help to
I should also mention that there are several more KR stall speeds listed at
Orma's site at http://www.kr-2.aviation-mechanics.com/krinfo.htm . Mine
needs updating, now that I know a little more about the error in my airpseed
indicator, and there are a lot of KRs that aren't listed there, so dow
Gee Mark,
Did you ever consider that that "gritty overspray" may be energizing your
boundry layer, and delaying your stall?? I guess you won't know until it all
gets polished out, and you fall out of the sky at a higher speed. ,}
Bill Zorc
you have to correleate your airspeed to ground speed, ...
+
Why? Anything other than TAS is irrelevant.
TAS (IAS or CAS) is all the pilot has to inform him of the onset of a stall.
I agree that it would be dufficult to establish and quanyify TAS at stall
(or any other flight situa
6ML "at" hiwaay.net
- Original Message -
From: "Steve Jacobs"
To: "KRnet"
Sent: Saturday, March 18, 2006 4:19 AM
Subject: Re: KR> Stalls @ gross weights
> you have to correleate your airspeed to ground speed, ...
>
> +
>
> Why?
Just a little note - Im not sure you necessarily need to reduce the stall
speed on a KR at all - What would be the reason? Is it not safe ienough where
it is? I find it very difficult to bring the Kr anywhere close to stall
throughout all flying manuevers.
Bill and 41768
To: "KRnet"
Sent: Saturday, March 18, 2006 4:32 AM
Subject: Re: KR> Stalls @ gross weights
>I wrote: "you have to correleate your airspeed to ground speed..."
>
> And Steve Jacobs wrote: "Why? Anything other than TAS is irrelevant."
>
> WHY? Because
JR wrote:
> When you are flying a general aviation aircraft you are
> limited to the airspeed limitations in the aircraft operating
> manual, which were calibrated for that particular aircraft.
> Therefore, we should do the same.
Well there's your answer then. Just pick up your KR2Sport Operator
get yourself and
others in a possible jam.
JR
SanFrancisco
- Original Message -
From: "Mark Langford"
To: "KRnet"
Sent: Saturday, March 18, 2006 6:41 AM
Subject: Re: KR> Stalls @ gross weights
> JR wrote:
>
>> When you are flying a general aviation
At 10:40 AM 3/18/2006, you wrote:
>I am surprised that a simple solution is always taken as an insult.
>If you are not familiar with the procedure for establishing
>airspeed limitations that GA uses, then dont take it
>as an insult, just admit it and then find out how it is
>done by the rest of avi
many
great KR diehards are no longer on this list.
Mark Jones (N886MJ)
Wales, WI USA
E-mail me at flyk...@wi.rr.com
Visit my NEW
KR-2S CorvAIRCRAFT web site at www.flykr2s.com
- Original Message -
From: "Donald Reid"
To: "KRnet"
Sent: Saturday, March 18, 2006 9:5
rch 18, 2006 7:52 AM
Subject: Re: KR> Stalls @ gross weights
> At 10:40 AM 3/18/2006, you wrote:
>>I am surprised that a simple solution is always taken as an insult.
>>If you are not familiar with the procedure for establishing
>>airspeed limitations that GA uses, then do
e -
> From: "Mark Langford"
> To: "KRnet"
> Sent: Saturday, March 18, 2006 6:41 AM
> Subject: Re: KR> Stalls @ gross weights
>
> > JR wrote:
> >
> >> When you are flying a general aviation aircraft you are
> >> limited to t
At 08:20 AM 3/18/2006, you wrote:
>When you are flying a general aviation aircraft you are
>limited to the airspeed limitations in the aircraft operating
>manual, which were calibrated for that particular aircraft.
>Therefore, we should do the same.
>JR
+
n as an
> insult.
> > If you are not familiar with the procedure for establishing
> > airspeed limitations that GA uses, then dont take it
> > as an insult, just admit it and then find out how it is
> > done by the rest of aviation and stop guessing and probably get
>
What procedures are used to set GA aircraft???I thought our planes even
though Experimental are still GA airplanes Hell if you go off of RR
suggestions we would all still be building the old RAF48 airfoil.Nothing
wrong with this wing,but testing and research by our own KR family members
fou
Bob, you are absolutley correct.
And the airspeeds are Indicated; True; Calibrated.
JR
SanFrancisco
- Original Message -
From: "Bob Glidden"
To: "KRnet"
Sent: Saturday, March 18, 2006 2:49 PM
Subject: Re: KR> Stalls @ gross weights
> What procedures are u
Come on guys!
Get serious! Anyone who is looking at an airspeed indicator to determine
when an airplane is going to stall needs to learn how to fly. While airspeed
(actually equivalent airspeed [EAS], look it up) can be helpful to measure
performance, when it comes down to flying the plan
I am almost done restoring this KR2 I bought 6mos ago.RM 2100D,stock
KR2 gross weight 525lbs. I'm not an engineer or test pilot.I just want to have
fun! This is my first aircraft project and my first attempt at anything not
"certified". Not all C-150's or PA28's stall at exactly the sa
That must be why they installed those bells and horns
on that airbus.
JR
SanFrancisco
- Original Message -
From:
To:
Sent: Saturday, March 18, 2006 8:47 PM
Subject: Re: KR> Stalls @ gross weights
> Come on guys!
>
> Get serious! Anyone who is looking at an airspeed
Fred,
Where are you? I have 2 of these things with Continentals almost ready.
Bobby Murty
Hatconversions.com
Canon City, Co
719-240-4244
> I am almost done restoring this KR2 I bought 6mos ago.RM
> 2100D,stock KR2 gross weight 525lbs. I'm not an engineer or test
> pilot.I just wa
were questioning at what airspeed the KR stalls and were trying to
get past the usual error in most ASI systems that you find in many
KR's in order to determine that number.
While it's true that in most "certified" aircraft you should know when
you're close to a stall by co
Dennis and netters
The reason that some planes can "lift" a wing in slow flight while others can't
has to do with a long "arm" or simply the leverage that the rudder has due to
the length of the tailboom. Although some of the trainers allow for use of the
rudder alone to lift a wing during slow
Thanks Collin, I appreciate the time you took to put
together this post.
Being a low time pilot, I am prone to gross
mistatement of the "facts" at times. This condition
will improve over time and through discussions like
this one.
Everyting you've said here makes perfect sense and
dovetails nicel
At 08:26 PM 7/13/2005, you wrote:
>Dennis and netters
>The reason that some planes can "lift" a wing in slow flight while
>others can't has to do with a long "arm" or simply the leverage that
>the rudder has due to the length of the tailboom.
Not entirely true. The more dihedral the plane has,
Thanks Don, Between your post and Collins a pretty
clear picture is emerging regarding slow flight in
aircraft.
The use of rudder and aileron during slow flight
depends on a host of issues, some subtle and some not
so subtle.
I'm beginning to wonder just how important washout
really is in this mi
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