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I know this isn't about a Lancair but it easily could be. Enjoy.
Regards
Brent Regan
How NOT to make a first flight in a RV-6A experimental aircraft: by Doug
Leihy
A few years ago, Moore and Pat Stuart were over for dinner. Moore
suggested
we build airplanes together. My wife thought it was a fantastic idea and
said she would help build the plane. Moore then ordered the tail kit from
Van's Aircraft and convinced me to do the same.
I also ordered all the necessary tools to build the RV from Avery Tools.
When I received the order, I had no idea what most of the tools were used
for. They were silly looking things, which seemed to have no purpose.
They
looked like they belonged in a dentist's office. I was having second
thoughts about building the airplane. When I received the tail kit and
instruction manual from Van's, I started reading the manual from back to
front. I came across a section in the back of the book saying, "fabricate
your exhaust manifold." Hell, I'm a dumb business major from San Jose
State
and don't have the slightest idea what the word "fabricate" means. Still
don't.
After reviewing the manual further, I was convinced I could not build the
airplane. I had no idea how to read plans. I knew nothing about wiring or
electricity except I was able to turn lights on and off. I never built
anything in my life. This was a big mistake.
I told Moore I was going to return the tail kit because the project looked
too difficult to complete. He convinced me the project could be completed
and suggested we go to work. Five years later we both have flying
RV-6A's.
Mary did help build the plane. She did 12 out of 16,000 rivets.
Unfortunately, I had to drill out 9 of them. She did, however, give me
great
support and encouragement.
FIRST FLIGHT - Sunday January 7, 2001. I was at the airport early working
on
the plane when Moore and Pat came to the hanger. Moore helped me put the
cowling on and wanted me to do some high speed taxi tests. He wanted me to
lift the plane off the ground a couple of feet then land to be sure the
plane
would not roll and would be stable.
I didn't want to do this. I would rather have continued working on
installing carpets or do anything other than lifting the plane off the
ground. Moore told me to go back and forth on runways 17 and 30
increasing
the rpm's a little each time. He had a hand held radio and was going to
tell
me when I lifted off a foot or two.
I was at the end of runway 30 and started taxing uphill and 2,000 rpm.
About
a third of the way down the runway, the plane jumped off the ground and
before I could do anything, I was around 30 feet in the air. I
immediately
cut power and lowered the nose. Then I realized I was to high and too
fast
to safely land before I ran out of runway. The only thing I could do at
this
point was give the plane full power and go around. Hell, I had no
intention
of flying. I didn't even do a mag check.
I was petrified. Then on the radio I heard Moore say "you are airborne"
Duh. At 100 feet I kind of knew I was airborne.
Moore then came back on the radio and suggested that he take off in his
plane
to join me. He said we could fly together to check airspeeds, try a few
approach stalls, or maybe go to Oroville for my first landing. I said
"No"
He then said "what are your intentions."
I said "TO LAND"
As I was turning downwind, I noticed I was breaking through 2300 feet and
climbing. I leveled the plane and noticed the airspeed was indicating 180
mph. This was not good. I brought the rpm's down to 2000 and still was
going 170 mph.
The engine on this aircraft has not run for over 8 years. When it was
first
started, it backfired and sputtered. When I brought it back to idle, the
engine normally quit. Don Ramsay and Chuck Jerrett helped set the idle
and
suggested I replace all the intake manifold gaskets because they probably
were dried out and were letting too much air into the engine. I did this
and
the engine ran better. I still didn't trust it.
Anyway, here I was going 170 mph and was very reluctant to pull back on
the
power. I had no choice. I brought the power back to 900 rpm and held the
nose up until the airspeed hit 100 mph. By this time, I was down by Beele
Airforce Base. I turned base and put on 10 degrees of flap. Turned final
and put 20 degrees of flap. This was probably the worst pattern ever
flown
at the Paradise Airport. Moore was calling my base and final because I
was
too scared to talk. I was suppose to be doing taxi tests.
When I landed on the main gear, I gave the stick a little back pressure.
I
apparently also gave it a little up pressure because the push-to-talk
wooden
handle came off in my hand. This got my attention. I gave the plane full
power, grabbed the stick again and took off. The second time around, the
pattern was a little better. I came around and landed to complete my first
flight.
I would like to thank everyone who helped and supported me during the
building process. I would especially like to thank Moore and Pat
Stuart
for their help, support and patience. Without their help, I would
probably
still be trying to figure out the purpose of those damn Avery tools.
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Please send your photos and drawings to marvkaye@olsusa.com.
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