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A good friend of mine who has built a Mazda 13B-powered RV6A recently
enjoyed the thrill of his first flight in his new bird. I know this isn't
a strictly Lancair related post, but I did think that there was some value
in sharing his story in that he outlines everything that he did to prepare
for that first flight... since all of us still in the building mode are
going to have a similar experience someday, I thought hearing about his
experience might help all of us with our planning and flying that critical
"first mission". (He did have a Lancair builder/tech counselor on the
ground crew <g>.)
>>>
First Flight of Mazda Powered RV-6A N494BW
Morning of 21 September at Manassas Regional Airport, Manassas VA,
hangar 10535. After coffee and rolls, a lot of airplane stories and
introductions between the ground crew getting new-comers acquainted, it
was time to get this show on the road (or more appropriately
in-the-air). I briefed the ground crew on my test plan and emergency
procedures. Provide them with a briefing sheet with phone numbers of
local emergency agencies and with my blood type. Briefed then on how to
open the canopy, shut off engine power and fuel and then assigned a crew
to be stationed at each end of the runway. The ground crew had their
own Fire extinguishers and handheld radios were provided by a local FBO
when we discovered that for one reason or another no one had their own
handhelds with them. I also provided each vehicle with a small hatchet
for cutting through the canopy (Only if needed, of course). Conducted a
thorough pre flight having several of ground crew follow after me with
copy of pre-flight checklist. After the pre-flight, made a last review
of my abort criteria and emergency procedures.
After briefing the ground crew and having them deploy to both end of the
runway with my spouse, Johnnie, going with the crew on the upwind end, I
telephoned Manassas tower and quickly reviewed my Test plan that I had
faxed to them the previous week. I then slipped into my nomex flight
suit, placed my old airforce crash helmet on my head, strapped in,
lowered the visor and after securing myself and clearing the area,
depressed the starter button. Old N494BW started with Purr and just
hummed nicely. Checked engine instruments, lowered and locked the canopy
with main and back up latches, and started to taxi to the runway. All
the way I am reviewing the flight in my head and reaffirming my abort
points and criteria. Conducted run-up checklist on the pad. All too
soon I am holding short of the runway and being told by ground to
contact the tower.
Upon getting clearance from the tower, I rolled onto the runway, lined
up on the centerline, applied full throttle at 0905 and started rolling
down the runway. With the 13B rotary howling, monitoring the airspeed
and keeping the nose on the centerline, N494BW began accelerating,
airspeed indicator off of zero, going through 50 mph, holding nose down
to preclude becoming airborne before I had plenty of speed. Airspeed
indicator going past 75 mph, I eased back on the stick and departed the
runway, left rudder to keep the nose straight (propeller rotates
opposite conventional therefore left rudder as opposed to the normal
right rudder), 50 ft in the airspeed at 85 MPH Indicated and increasing,
eased back on stick further and notice rate of climb over 1000 FPM.
Also, noticed oil temperature climbing rapidly. 3000-ft runway marker
behind me, committed to flight! Flew past ground crew and wife off end
of runway, aircraft about 400 ft in the air, Gee this thing really
climbs even as I am trying to hold it down to keep airspeed up and oil
temperature down.
Airplane stable, maintaining 85 mph, oil temperature continuing to
climb, NOT good. Went past end of runway approx. 400 ft in the air,
climbed to 800 ft (1000 MSL) and turned cross wind. Oil temperature
over redline, engine continuing to run OK, no indication of problem
other than oil temperature. Notice my instrument scan is airspeed, oil
temperature, altitude and horizon, can't seem to notice any other
instrument. Keep thinking that once I level off, reduce power and
pickup airspeed perhaps oil temp will come down. 115 MPH on the
downwind, decreasing power setting, DECSION TIME!!
Oil temperature appears to be started down, but still 20-30 degrees over
redline. I consider a second circuit of pattern to see if oil temp will
decrease and stabilize. Would like to have more time to feel out the
flight characteristics before committing to landing, as I have never
landed a RV. On the other hand, if engine stops on second circuit of
pattern, I will mentally kick my self in the butt all the way to the
ground. Engine is running with no indication of a problem, but overtemp
could have an effect at any time, smart thing is to put her back on the
runway.
I quickly run through landing checklist; boost pump-ON (Oops still on
from takeoff - but OK), mixture rich (ditto), trim more nose up, fuel
selector still on takeoff tank, plenty of fuel - so no sweat on that
point. Abeam of touch down point for landing, deploy 20 degrees of
flaps. What??? can NOT depress the %#$@! flap handle release button, I
tried a couple of more times, must be due to airloads as it has worked
fine on the ground. Oh well, took off without flaps and flew so far
without flaps, so probably better to maintain no flap configuration.
Reduce power and start a curving final to the runway, with 5700 ft of
runway do not have to worry about planting the airplane of the first 100
ft. Maintained 85 mph indicated on final as have not had opportunity to
determine indicated airspeed for stall. Over the threshold, reduce
power further, reminded by pilot reports that the RV does not get much
ground effect cushion. Begin flare, too high!! , hold landing attitude
with stick, ease in some power. A very soft "thump" as she kisses the
runway on the main gear - hey, a grease job! Power retarded, keep nose
on centerline, slowing through 50 mph, no shimmy or other gear related
problem. Hey! Flying and landing this baby is a piece of cake!!
Taxied to end of runway and turned off onto taxiway by runup pad where
ground crew and wife, Johnnie, is waiting. Stopped for moment to give a
"Thumbs up" through the canopy and for a few quick after-flight photos
and then taxied back to the hangar with the "RV Grin" plastered over my
face. Of course, when ground crew arrived back at the hangar had to
"fly" the flight again for their benefit. Handed out a "Thank You"
certificate to all the ground crew.
An eventful first flight, but when asked how she handled - all I could
say was -just great! In reflection, I am amazed how little attention
the actual flying took and given my focus on the oil overtemp problem, I
can only say I am really am really appreciative to Van of that fact.
A note of appreciation also goes to my Ground crew, who so kindly
volunteer their time on a Monday morning. The group was comprised of RV
builders, a Lancair builder (also tech counselor, so we don't hold the
Lancair against him), just plain airplane flyers and lovers of aviation,
and a Navy Captain (A submariner who is building an RV-8). My thanks
to:
Al Cartsenten
Ray Comley
Carl Froehlich
Dave Farrell
Curtis Hinkley
Rick Hinten
Also, I want to thank the Manassas tower crew who accommodate me despite
my radio transmission being so broken as to be mostly unreadable. They
really make me feel like they were also part of my crew. So thanks again
Manassas tower!
Also my thanks to Ed Hasch, DAR and RV-6 builder, who came up from
Tennessee to do the airworthiness inspection.
Also needless to say, but of course I will, my greatest appreciation to
my lovely spouse, Johnnie, who put up with 6 years of that "black
aluminum dust", noise in the basement, airplane in the garage, etc.,
etc. Who, when we were reviewing the video she made as I zoomed past
airborne on take off and she (thinking she had turned the camera off)
discovered it had recorder her comment " He's in hog heaven now!" and so
right she was.
Post flight actions include:
Remove the two 90 degree bends in the air duct going to oil cooler
Fix radio problem (may be in intercom)
Fix Flap problem (probably adjust flap linkage)
Fly again as soon as possible, it is addictive!
Ed Anderson RV-6A N494BW
<<<<
Well, there you have it... you may not have been in the left seat, but you
couldn't ask for a better accounting of that experience. I hope this helps
some of you out there with your planning for _your_ first flight!
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