Today's Message Index:
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1. 06:54 AM - Vortex Generators or Landing the KIS TR-1 ()
2. 07:33 AM - Vortex Generators or Landing the KIS TR-1 ()
3. 10:34 AM - Re: Vortex Generators or Landing the KIS TR-1 (Kent Pyle)
4. 04:54 PM - Re:my landings (Richard Trickel)
5. 09:17 PM - Re: Re:my landings (F. Tim Yoder)
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Subject: | Vortex Generators or Landing the KIS TR-1 |
12/22/2009
Hello Galin, You wrote: "I try to make every landing without engine power to
stay proficient in this
region of the flight envelope."
I am glad that you raised this issue. If the airplane and the landing
pattern will permit it this is also my preferred landing technique in a
general aviation airplane. It provides the bonus of frequent practice engine
out landings.
However there are some airplanes where trying to make every approach and
landing to touchdown without engine power is not feasible -- I believe the
original design KIS TR-1 is one of them. Here is why:
In addition to the three methods that I mentioned earlier for keeping higher
energy air flowing consistently over the KIS TR-1 elevator there is a fourth
method -- that is to make a faster approach and flare. But to avoid a
possible sudden nose pitch down and harsh touch down one must ensure that
the flare is not done too high. This requires getting into ground effect
with that excess airspeed and results in a significant float down the
runway.
So here is how I try to make normal landings in the KIS TR-1. I fly downwind
at 1,000 feet AGL, at 90 KIAS (Knots Indicated Air Speed), this takes about
1,800 engine RPM, until abeam the touch down point. Then I bring the engine
back to idle RPM (which is between 850 and 950 RPM) and hold altitude until
the airspeed slows to 80 KIAS when I lower one notch of flaps and start a
descent. During this descent, based on my judgement I turn base, lower full
flaps, turn to final, and slow to 75 KIAS. Some where on final after slowing
to 75 KIAS I increase the engine RPM to around 1,050 and leave it there
until I ease the power back to idle RPM after touchdown or just a few inches
above touchdown. I recognize that this technique will probably not get me to
the runway if I experience an engine failure on final and I consider this an
acceptable risk.
I also recognize that I need some engine out landing practice so here is my
technique for that: Somewhere in the vicinity of the intended landing field
I bring the engine RPM back to idle and slow to 80 KIAS. I maneuver the
airplane and lower flaps as needed in increments in an attempt to bring me
to a flare point still at 80 KIAS. If I am skillfull enough (this comes with
practice) I can float along close enough to the surface in ground effect to
permit an acceptable touchdown airspeed without a sudden nose down pitch
movement. My thinking is that in an actual off airport forced landing I
would rather impact what ever is at the far end of the selected field at a
slow speed than stall in at the near end of the field by making my approach
airspeed too slow or flaring too high.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
=====================================================
All of these methods will work. However, I have a "personal" issue of using
a little bit of power in order to make the landings where I want it. When
(note I said when not if) you loose your engine, you may not have the
proficiency required to land it where you need to.
I try to make every landing without engine power to stay proficient in this
region of the flight envelope. Adding engine power would only be as a fine
adjustment (less than 50ft) to my intended the landing point.
Just my 2 cents.
Galin
N819PR
============================================================
On Mon, Dec 21, 2009 at 4:38 PM, <bakerocb@cox.net> wrote:
> 12/21/2009
>
> Hello Fellow KIS TR-1 Pilots,
>
> A) Tim Yoder wrote: "I also regularly use 'OC's' procedure of adding a
> little power on short final, to kill a high sink rate."
>
> Back in the day when I was still flying rental Cessna 172's and Diamond
> DA-20 C1's my normal landing approach was to use idle engine power from
> the
> abeam position until touch down. The normal variable technique to
> compensate
> for misjudgement of position or wind was when to put the flaps down and
> how
> much. In those (rare) cases when flap manipulation was insufficent to do
> the
> job I would resort to adding engine power or slipping the airplane
> depending
> upon what was needed.
>
> Using idle engine power all the way to touch down just did not work for
> the
> KIS TR-1. I learned that I could not consistently flare the plane as
> needed
> with idle engine power even though I had extended the trailing edge of the
> elevator about an inch.
>
> What is needed to consistently flare the KIS TR-1 is consistent high
> energy
> air flow over the elevator -- even an extended elevator. Three of the ways
> that could be used to get more consistent higher energy air flow over the
> elevator are:
>
> 1) Julian Bone's modification of the wing to fuselage fairing.
>
> 2) Vortex generators installed on the elevator.
>
> 3) Carrying a bit of engine power during the landing flare.
>
> Each of these methods has it pluses and minuses and each works in a
> different manner to accomplish the desired goal. In some cases maybe a
> combination of the methods may be needed or desired.
>
> One of the minuses on using engine power is that the pilot has to make a
> judgement for every landing how much power above idle to carry. Not enough
> power can result in a sudden undesirable pitch change, usually nose down.
> Too much power can result in more float than wanted while in ground
> effect.
>
> B) Jesse wrote: "The elevator is so soft that I loose where I am at with
> it
> and over control because I can's feel anything."
>
> I ask again Jesse, What kind of engine RPM are you using during the
> landing
> flare?
>
> I hope that discussion of this issue will bring each KIS TR-1 pilot to a
> better understanding of his airplane and confidence in his ability to land
> it safely and consistently.
>
> 'OC' Says: "The best investment we can make is the effort to gather and
> understand knowledge."
Message 2
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Subject: | Vortex Generators or Landing the KIS TR-1 |
12/22/2009
Hello Jesse, You wrote:
1) "What's your comment on my numbers OC." and "......I have been carrying
about 900 RPM down final and letting it settle in."
What is your engine idle RPM at 500 feet per minute rate of descent with
full flaps? I feel that you need to carry some engine RPM above idle during
the flare and down to within inches of touchdown or after touchdown. Just
how much RPM above idle is determined through experience with your airplane
and it can vary with airplane weight and field density altitude.
2) "I bleed the power off when I see I'm in the slot and about 50 ft. high."
This can be a real gotcha and lead to a sudden nose pitch down and a harsh
touchdown as a result of loss of high energy air flowing over the elevator.
In order to manage a good touchdown you need to be extremely skilled with
both throttle and stick movement to start pulling back engine power that
high in the air. My technique (see my separate response to Galin) is to set
some small engine power setting above idle prior to the flare and not reduce
power until after touchdown or just a few inches before touchdown.
Realize that ground effect is considered to start at about one half of the
airplane's wing span. Since the wing span of the KIS TR-1 is about 23 feet
you are not in ground effect until the wing is about 12 feet above the
surface.
3) "Just need more flying,......"
Don't we all.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
=================================================
----- Original Message -----
From: <Flyinisfun@aol.com>
Sent: Monday, December 21, 2009 9:14 PM
Subject: Re: KIS-List: Vortex Generators or Landing the KIS TR-1
> Hi OC,
> I'm sorry I didn't answer you before now, got side tracked. You asked
> how
> much power (RPM) I was carrying on landing. Since I put the plane back
> in
> the air, about 3 hrs ago and about 4 landings I have been carrying about
> 900 RPM down final and letting it settle in. I am still landing on a two
> mile runway but am always in the 1st mile to complete stop. I bleed the
> power
> off when I see I'm in the slot and about 50 ft. high. By what I see
> concerning the VG I think I'm going to try that and see what happens.
> Rich
> wanted to see my weights and balance sheet of which I'm got to find in my
> files. As soon as I can I will send it on but it may be after New Years
> as I
> have family coming in. I got the transponder replaced and it is working
> great. Just need more flying, What's your comment on my numbers OC.
>
> Thanks,
> Jesse
Message 3
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Subject: | Re: Vortex Generators or Landing the KIS TR-1 |
Galin, Same story here. Kent
----- Original Message -----
From: Galin Hernandez
To: kis-list@matronics.com
Sent: Monday, December 21, 2009 8:25 PM
Subject: Re: KIS-List: Vortex Generators or Landing the KIS TR-1
I have never flown a TR-1 so I can't say a word about it's
characteristics. But my TR-4 with the VG's on the elevator feels much
more solid until touchdown with the engine at idle than it ever did. An
approach at 80KIAS and actual touchdown at 65KIAS is significantly
easier and more comfortable now.
Galin
N819PR
PS: I loved our comment of "Traffic patterns are almost cross
countries". Sounds like flying here in El Salvador. ;o)
On Mon, Dec 21, 2009 at 8:08 PM, F. Tim Yoder <ftyoder@yoderbuilt.com>
wrote:
Hello Galin,
I agree and I would guess the 50 ft is about the usual limit.
Also, I have not flown the 4 place and don't know if its slow flight
landing characteristics are substantially different than the TR-1. Also,
I have noted that their are many differences in most of the TR-1's,
engines, empty weights, typical landing weights, the fact that no two
airframes were assembled just alike, not to mention the different pilot
abilities.
I bet 'OC', with his vast experience, could land my TR-1 as good as
his own and I bet I could land his just as poorly as I do mine. No I
wouldn't try!
Maybe you could get Rich to give us his wisdom on this topic. Have
you flown Rich's TR-1?
Some of you may have flown both, any thoughts?
When I learned to fly, uncontrolled field - Cessna 150, it was
always power off and touch down with full flaps.
Now I fly out of a Class D, two runways and two large flight
schools. Traffic patterns are almost cross countries.
About the only way to get a power off approach is to have an
engine fail, and declare an emergency!
Tim
N52TY TR-1
----- Original Message -----
From: Galin Hernandez
To: kis-list@matronics.com
Sent: Monday, December 21, 2009 4:31 PM
Subject: Re: KIS-List: Vortex Generators or Landing the KIS TR-1
All of these methods will work. However, I have a "personal" issue
of using a little bit of power in order to make the landings where I
want it. When (note I said when not if) you loose your engine, you may
not have the proficiency required to land it where you need to.
I try to make every landing without engine power to stay
proficient in this region of the flight envelope. Adding engine power
would only be as a fine adjustment (less than 50ft) to my intended the
landing point.
Just my 2 cents.
Galin
N819PR
On Mon, Dec 21, 2009 at 4:38 PM, <bakerocb@cox.net> wrote:
12/21/2009
Hello Fellow KIS TR-1 Pilots,
A) Tim Yoder wrote: "I also regularly use 'OC's' procedure of
adding a little power on short final, to kill a high sink rate."
Back in the day when I was still flying rental Cessna 172's and
Diamond DA-20 C1's my normal landing approach was to use idle engine
power from the abeam position until touch down. The normal variable
technique to compensate for misjudgement of position or wind was when to
put the flaps down and how much. In those (rare) cases when flap
manipulation was insufficent to do the job I would resort to adding
engine power or slipping the airplane depending upon what was needed.
Using idle engine power all the way to touch down just did not
work for the KIS TR-1. I learned that I could not consistently flare the
plane as needed with idle engine power even though I had extended the
trailing edge of the elevator about an inch.
What is needed to consistently flare the KIS TR-1 is consistent
high energy air flow over the elevator -- even an extended elevator.
Three of the ways that could be used to get more consistent higher
energy air flow over the elevator are:
1) Julian Bone's modification of the wing to fuselage fairing.
2) Vortex generators installed on the elevator.
3) Carrying a bit of engine power during the landing flare.
Each of these methods has it pluses and minuses and each works
in a different manner to accomplish the desired goal. In some cases
maybe a combination of the methods may be needed or desired.
One of the minuses on using engine power is that the pilot has
to make a judgement for every landing how much power above idle to
carry. Not enough power can result in a sudden undesirable pitch change,
usually nose down. Too much power can result in more float than wanted
while in ground effect.
B) Jesse wrote: "The elevator is so soft that I loose where I am
at with it and over control because I can's feel anything."
I ask again Jesse, What kind of engine RPM are you using during
the landing flare?
I hope that discussion of this issue will bring each KIS TR-1
pilot to a better understanding of his airplane and confidence in his
ability to land it safely and consistently.
'OC' Says: "The best investment we can make is the effort to
gather and understand knowledge."
----- Original Message ----- From: "F. Tim Yoder"
<ftyoder@yoderbuilt.com>
To: <kis-list@matronics.com>
Sent: Monday, December 21, 2009 3:19 PM
Subject: Re: KIS-List: Vortex Generators
Randy,
Do you have the original elevator size or did you build in the
aprox 1" cord extension?
I have the extension and have plenty of elevator authority. On
slow speed landings I run out of aileron control with a cross wind,
but still have plenty of elevator.
If I didn't have the extension I think I would try the Vortex
Generators before rebuilding the elevator.
I also regularly use 'OC's' procedure of adding a little power
on short final, to kill a high sink rate.
Tim
N52TY TR-1
=====================
----- Original Message -----
From: Randy Ott
To: kis-list@matronics.com
Sent: Monday, December 21, 2009 11:44 AM
Subject: Re: KIS-List: Vortex Generators
I put the vortex generators on my Tr-1.
Big big difference! Wow , I now have elavator authority at
slow speeds.
I was only able to do 4 touch and goes because of fog moving
in, but I was able to land and stop in tthe first 1000 feet of runway
for
The first time ever! I placed the leading edge of the
generator 4 inches forward of the elevator gap. I have
The O320 engine configuration. More testing to come... Initial
results are fantastic!
Randy
N96BT. Tr1
==========
On Dec 16, 2009, at 3:40 PM, "Kent Pyle" <kentpyle@iland.net>
wrote:
Jessie, not being an aeronautical engineer, I can not say for
sure, however, I think they would work just fine for your two place.
The four inch placement may or may not be the correct spacing. Read the
instruction and they should tell you the correct placement. The bottom
of the surface is the correct placement. Kent
=
----- Original Message ----- From: Flyinisfun@aol.com
To: kis-list@matronics.com
Sent: Tuesday, December 15, 2009 6:44 PM
Subject: Re: KIS-List: Vortex Generators
This is Jesse Wright and have been reading the results of
V.T. generators on the elevator stab. underneath. This has been one of
my problems in a flair. The elevator is so soft that I loose where I am
at with it and over control because I can's feel anything. Has anyone
tried them on the 2 place and would they be installed about the same
location, about 4 inches forward of the hinge line?
Jesse
==========
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Message 4
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To all
First of all I would like to wish all of you =A8Happy Holidays=A8
A new year is coming and maybe a lot of changes too.
-
Secondly, I tend to be old school and learned to land power off also.- As
far as my kis is concerned- I also Landed it power off.- How is the my
stery as it seem that every one else is using a little power.- I always f
elt and was taught that your engine could fail anytime- and more so when
you were making power adjustments.- Happened to me on the second flight o
f the kis but not during power adjustment.- Fuel line problem.- That wa
s a good landing too.
I do have a tendency to leave a little extra speed on though and just bleed
it off during the float to landing.- As many of you that had a chance to
ride with me may remember I always made the first turnoff where i could fo
r the demonstration.- I always tried to prove that the KIS could get in a
nd out of 1500 feet no problem.- Our airports is close to sea level so th
at helped.- If there is runway a few extra MPH cost you nothing and makes
for a good landing every time.- Not all of mine were squeakers but never
got a thumbs down either. Just had fun.- I think the succes to landing i
s practice.- Try different approach speeds and flap configurations and sp
eeds.- Rember where your stall speed is but don=A8t glues your eyes an th
e airspeed indicator either.- Wher does your airplane feel good,- It ma
y not be the same as mine but if the airpalne feels good at a certain speed
you- may relax and enjoy the landing better.- So what if your are not
at
that magical listed speed.- Your indicater is probably off anyway.- No
ne of them are really on point at all speeds.
Flaps???- I always use them
-First notch prior to turning base and second notch as needed.- Add pow
er only when I was looking short and occasionally to soften the second boun
ce.- Yes I did bounce a few and if you haven=B4t your probably lieing.-
keep the nose up at landing.- This does two things. Keeps the wear a tea
r off the nose wheel and gives you drag to slow the plane down.
Now thats All I have to say about that.
Rich
--- On Mon, 12/21/09, F. Tim Yoder <ftyoder@yoderbuilt.com> wrote:
From: F. Tim Yoder <ftyoder@yoderbuilt.com>
Subject: Re: KIS-List: Vortex Generators or Landing the KIS TR-1
Hello Galin,
-
I agree and I would guess the 50 ft is about the usual limit.
-
Also, I have not flown the 4 place and don't know if its slow flight landin
g characteristics are substantially different than the TR-1. Also, I have n
oted that their are many differences in most of the TR-1's, engines, empty
weights, typical landing weights, the fact that no two airframes were assem
bled just alike, not to mention the different pilot abilities.
-
I bet 'OC', with his vast experience, could land my TR-1 as good as his own
and I bet I could land his just as poorly as I do mine. No I wouldn't try!
-
Maybe you could get Rich to give us his wisdom on this topic. Have you flow
n Rich's TR-1?
Some of you may have flown both, any thoughts?
-
When I learned to fly, uncontrolled field - Cessna 150, it was always power
off and touch down with full flaps.
-
Now I fly out of a Class D, two runways and two large flight schools. Traff
ic patterns are almost cross countries.
-
About the only way to get a power off approach is to-have an engine fail,
and declare an emergency!
-
Tim
N52TY- TR-1-
-
-
-
----- Original Message -----
From: Galin Hernandez
Sent: Monday, December 21, 2009 4:31 PM
Subject: Re: KIS-List: Vortex Generators or Landing the KIS TR-1
All of these methods will work. However, I have a "personal" issue of using
a little bit of power in order to make the landings where I want it. When
(note I said when not if) you loose your engine, you may not have the profi
ciency required to land it where you need to.
I try to make every landing without engine power to stay proficient in this
region of the flight envelope. Adding engine power would only be as a fine
adjustment (less than 50ft)- to my intended the landing point.
Just my 2 cents.
Galin
N819PR
On Mon, Dec 21, 2009 at 4:38 PM, <bakerocb@cox.net> wrote:
12/21/2009
Hello Fellow KIS TR-1 Pilots,
A) Tim Yoder wrote: "I also regularly use 'OC's' procedure of adding a litt
le power on short final, to kill a high sink rate."
Back in the day when I was still flying rental Cessna 172's and Diamond DA-
20 C1's my normal landing approach was to use idle engine power from the ab
eam position until touch down. The normal variable technique to compensate
for misjudgement of position or wind was when to put the flaps down and how
much. In those (rare) cases when flap manipulation was insufficent to do t
he job I would resort to adding engine power or slipping the airplane depen
ding upon what was needed.
Using idle engine power all the way to touch down just did not work for the
KIS TR-1. I learned that I could not consistently flare the plane as neede
d with idle engine power even though I had extended the trailing edge of th
e elevator about an inch.
What is needed to consistently flare the KIS TR-1 is consistent high energy
air flow over the elevator -- even an extended elevator. Three of the ways
that could be used to get more consistent higher energy air flow over the
elevator are:
1) Julian Bone's modification of the wing to fuselage fairing.
2) Vortex generators installed on the elevator.
3) Carrying a bit of engine power during the landing flare.
Each of these methods has it pluses and minuses and each works in a differe
nt manner to accomplish the desired goal. In some cases maybe a combination
of the methods may be needed or desired.
One of the minuses on using engine power is that the pilot has to make a ju
dgement for every landing how much power above idle to carry. Not enough po
wer can result in a sudden undesirable pitch change, usually nose down. Too
much power can result in more float than wanted while in ground effect.
B) Jesse wrote: "The elevator is so soft that I loose where I am at with it
and over control because I can's feel anything."
I ask again Jesse, What kind of engine RPM are you using during the landing
flare?
I hope that discussion of this issue will bring each KIS TR-1 pilot to a be
tter understanding of his airplane and confidence in his ability to land it
safely and consistently.
'OC' Says: "The best investment we can make is the effort to gather and und
erstand knowledge."
----- Original Message ----- From: "F. Tim Yoder" <ftyoder@yoderbuilt.com>
Sent: Monday, December 21, 2009 3:19 PM
Subject: Re: KIS-List: Vortex Generators
Randy,
Do you have the original elevator size or did you build in the aprox 1" cor
d extension?
I have the extension and have plenty of elevator authority. On slow speed l
andings I run out of aileron control with a cross wind,
but still have plenty of elevator.
If I didn't have the extension I think I would try the Vortex Generators be
fore rebuilding the elevator.
I also regularly use 'OC's' procedure of adding a little power on short fin
al, to kill a high sink rate.
Tim
N52TY -TR-1
=====================
------ Original Message -----
-From: Randy Ott
-To: kis-list@matronics.com
-Sent: Monday, December 21, 2009 11:44 AM
-Subject: Re: KIS-List: Vortex Generators
-I put the vortex generators on my Tr-1.
-Big big difference! -Wow , - I now have elavator authority at slow s
peeds.
-I was only able to do 4 touch and goes because of fog moving in, but I w
as able to land and stop in tthe first 1000 feet of runway for
-The first time ever! -I placed the leading edge of the generator 4 inc
hes forward of the elevator gap. I have
-The O320 engine configuration. -More testing to come... Initial result
s are fantastic!
-Randy
-N96BT. Tr1
-On Dec 16, 2009, at 3:40 PM, "Kent Pyle" <kentpyle@iland.net> wrote:
- Jessie, not being an aeronautical engineer, I can not say for sure, how
ever, I think they would work just fine for your two place. -The four inc
h placement may or may not be the correct spacing. -Read the instruction
and they should tell you the correct placement. -The bottom of the surfac
e is the correct placement. -Kent
=
- - ----- Original Message ----- - - From: Flyinisfun@aol.com
- - To: kis-list@matronics.com
- - Sent: Tuesday, December 15, 2009 6:44 PM
- - Subject: Re: KIS-List: Vortex Generators
- - This is Jesse Wright and have been reading the results of V.T. gene
rators on the elevator stab. underneath. -This has been one of my problem
s in a flair. -The elevator is so soft that I loose where I am at with it
and over control because I can's feel anything. -Has anyone tried them o
n the 2 place and would they be installed about the same location, about 4
inches forward of the hinge line?
- - - - - - - - - - - Jesse
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=0A=0A=0A
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Thanks for the report, it helps.
Merry Christmas and have a happy new year!
Hope the changes are all good.
Tim
----- Original Message -----
From: Richard Trickel
To: kis-list@matronics.com
Sent: Tuesday, December 22, 2009 5:08 PM
Subject: KIS-List: Re:my landings
To all
First of all I would like to wish all of you =A8Happy
Holidays=A8
A new year is coming and maybe a lot of changes too.
Secondly, I tend to be old school and learned to land power off
also. As far as my kis is concerned I also Landed it power off. How
is the mystery as it seem that every one else is using a little power.
I always felt and was taught that your engine could fail anytime and
more so when you were making power adjustments. Happened to me on the
second flight of the kis but not during power adjustment. Fuel line
problem. That was a good landing too.
I do have a tendency to leave a little extra speed on though and
just bleed it off during the float to landing. As many of you that had
a chance to ride with me may remember I always made the first turnoff
where i could for the demonstration. I always tried to prove that the
KIS could get in and out of 1500 feet no problem. Our airports is close
to sea level so that helped. If there is runway a few extra MPH cost
you nothing and makes for a good landing every time. Not all of mine
were squeakers but never got a thumbs down either. Just had fun. I
think the succes to landing is practice. Try different approach speeds
and flap configurations and speeds. Rember where your stall speed is
but don=A8t glues your eyes an the airspeed indicator either. Wher does
your airplane feel good, It may not be the same as mine but if the
airpalne feels good at a certain speed you may relax and enjoy the
landing better. So what if your are not at that magical listed speed.
Your indicater is probably off anyway. None of them are really on point
at all speeds.
Flaps??? I always use them
First notch prior to turning base and second notch as needed.
Add power only when I was looking short and occasionally to soften the
second bounce. Yes I did bounce a few and if you haven=B4t your
probably lieing. keep the nose up at landing. This does two things.
Keeps the wear a tear off the nose wheel and gives you drag to slow the
plane down.
Now thats All I have to say about that.
Rich
--- On Mon, 12/21/09, F. Tim Yoder <ftyoder@yoderbuilt.com>
wrote:
From: F. Tim Yoder <ftyoder@yoderbuilt.com>
Subject: Re: KIS-List: Vortex Generators or Landing the KIS
TR-1
To: kis-list@matronics.com
Date: Monday, December 21, 2009, 6:08 PM
Hello Galin,
I agree and I would guess the 50 ft is about the usual limit.
Also, I have not flown the 4 place and don't know if its slow
flight landing characteristics are substantially different than the
TR-1. Also, I have noted that their are many differences in most of the
TR-1's, engines, empty weights, typical landing weights, the fact that
no two airframes were assembled just alike, not to mention the different
pilot abilities.
I bet 'OC', with his vast experience, could land my TR-1 as
good as his own and I bet I could land his just as poorly as I do mine.
No I wouldn't try!
Maybe you could get Rich to give us his wisdom on this topic.
Have you flown Rich's TR-1?
Some of you may have flown both, any thoughts?
When I learned to fly, uncontrolled field - Cessna 150, it
was always power off and touch down with full flaps.
Now I fly out of a Class D, two runways and two large flight
schools. Traffic patterns are almost cross countries.
About the only way to get a power off approach is to have an
engine fail, and declare an emergency!
Tim
N52TY TR-1
----- Original Message -----
From: Galin Hernandez
To: kis-list@matronics.com
Sent: Monday, December 21, 2009 4:31 PM
Subject: Re: KIS-List: Vortex Generators or Landing the KIS
TR-1
All of these methods will work. However, I have a "personal"
issue of using a little bit of power in order to make the landings where
I want it. When (note I said when not if) you loose your engine, you may
not have the proficiency required to land it where you need to.
I try to make every landing without engine power to stay
proficient in this region of the flight envelope. Adding engine power
would only be as a fine adjustment (less than 50ft) to my intended the
landing point.
Just my 2 cents.
Galin
N819PR
On Mon, Dec 21, 2009 at 4:38 PM, <bakerocb@cox.net> wrote:
12/21/2009
Hello Fellow KIS TR-1 Pilots,
A) Tim Yoder wrote: "I also regularly use 'OC's' procedure
of adding a little power on short final, to kill a high sink rate."
Back in the day when I was still flying rental Cessna
172's and Diamond DA-20 C1's my normal landing approach was to use idle
engine power from the abeam position until touch down. The normal
variable technique to compensate for misjudgement of position or wind
was when to put the flaps down and how much. In those (rare) cases when
flap manipulation was insufficent to do the job I would resort to adding
engine power or slipping the airplane depending upon what was needed.
Using idle engine power all the way to touch down just did
not work for the KIS TR-1. I learned that I could not consistently flare
the plane as needed with idle engine power even though I had extended
the trailing edge of the elevator about an inch.
What is needed to consistently flare the KIS TR-1 is
consistent high energy air flow over the elevator -- even an extended
elevator. Three of the ways that could be used to get more consistent
higher energy air flow over the elevator are:
1) Julian Bone's modification of the wing to fuselage
fairing.
2) Vortex generators installed on the elevator.
3) Carrying a bit of engine power during the landing
flare.
Each of these methods has it pluses and minuses and each
works in a different manner to accomplish the desired goal. In some
cases maybe a combination of the methods may be needed or desired.
One of the minuses on using engine power is that the pilot
has to make a judgement for every landing how much power above idle to
carry. Not enough power can result in a sudden undesirable pitch change,
usually nose down. Too much power can result in more float than wanted
while in ground effect.
B) Jesse wrote: "The elevator is so soft that I loose
where I am at with it and over control because I can's feel anything."
I ask again Jesse, What kind of engine RPM are you using
during the landing flare?
I hope that discussion of this issue will bring each KIS
TR-1 pilot to a better understanding of his airplane and confidence in
his ability to land it safely and consistently.
'OC' Says: "The best investment we can make is the effort
to gather and understand knowledge."
----- Original Message ----- From: "F. Tim Yoder"
<ftyoder@yoderbuilt.com>
To: <kis-list@matronics.com>
Sent: Monday, December 21, 2009 3:19 PM
Subject: Re: KIS-List: Vortex Generators
Randy,
Do you have the original elevator size or did you build in
the aprox 1" cord extension?
I have the extension and have plenty of elevator
authority. On slow speed landings I run out of aileron control with a
cross wind,
but still have plenty of elevator.
If I didn't have the extension I think I would try the
Vortex Generators before rebuilding the elevator.
I also regularly use 'OC's' procedure of adding a little
power on short final, to kill a high sink rate.
Tim
N52TY TR-1
=====================
----- Original Message -----
From: Randy Ott
To: kis-list@matronics.com
Sent: Monday, December 21, 2009 11:44 AM
Subject: Re: KIS-List: Vortex Generators
I put the vortex generators on my Tr-1.
Big big difference! Wow , I now have elavator
authority at slow speeds.
I was only able to do 4 touch and goes because of fog
moving in, but I was able to land and stop in tthe first 1000 feet of
runway for
The first time ever! I placed the leading edge of the
generator 4 inches forward of the elevator gap. I have
The O320 engine configuration. More testing to come...
Initial results are fantastic!
Randy
N96BT. Tr1
==========
On Dec 16, 2009, at 3:40 PM, "Kent Pyle"
<kentpyle@iland.net> wrote:
Jessie, not being an aeronautical engineer, I can not
say for sure, however, I think they would work just fine for your two
place. The four inch placement may or may not be the correct spacing.
Read the instruction and they should tell you the correct placement.
The bottom of the surface is the correct placement. Kent
=
----- Original Message ----- From:
Flyinisfun@aol.com
To: kis-list@matronics.com
Sent: Tuesday, December 15, 2009 6:44 PM
Subject: Re: KIS-List: Vortex Generators
This is Jesse Wright and have been reading the results
of V.T. generators on the elevator stab. underneath. This has been one
of my problems in a flair. The elevator is so soft that I loose where I
am at with it and over control because I can's feel anything. Has
anyone tried them on the 2 place and would they be installed about the
same location, about 4 inches forward of the hinge line?
Jesse
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