X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from ms-smtp-04.southeast.rr.com ([24.25.9.103] verified) by logan.com (CommuniGate Pro SMTP 5.1.2) with ESMTP id 1586479 for flyrotary@lancaironline.net; Mon, 20 Nov 2006 14:09:13 -0500 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.103; envelope-from=eanderson@carolina.rr.com Received: from edward2 (cpe-024-074-098-162.carolina.res.rr.com [24.74.98.162]) by ms-smtp-04.southeast.rr.com (8.13.6/8.13.6) with SMTP id kAKJ8bWm027873 for ; Mon, 20 Nov 2006 14:08:39 -0500 (EST) Message-ID: <000b01c70cd7$4e603ba0$2402a8c0@edward2> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] N11XD First Flight report Date: Mon, 20 Nov 2006 14:08:46 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0008_01C70CAD.652D1F80" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0008_01C70CAD.652D1F80 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Heartiest Congratulations, Jim. Well Done! Sounds like it could not have gone better - in fact, I believe that is = the best "first flight" report I have heard. Looks like you got it = right on the first try. I was reminded of my HARD landing back a couple of years ago - because I = had not done the test you had the smarts to do. I had replaced my old 68x72 prop with a new 76x88 prop. To make a = long story short, when I saw I was landing a little long on one of the = first flights with the new prop, I pulled the throttle back to full stop = (idle). I immediately lost approx 20 mph in about 120 ft and dropped = out of the air from around 10-12 feet. Managed to keep the nose gear up = but ended up having to replace the main gear rods and the rudder hinge = end rods. I later did do the smart thing and found out (belatedly) that = pulling all the way back to idle increased the rate of descent from 500 = fpm to over 1000 fpm with the new prop. Wham! Keep us informed as a flying rotary delta is not a common item. Ed Ed Anderson Rv-6A N494BW Rotary Powered Matthews, NC eanderson@carolina.rr.com http://members.cox.net/rogersda/rotary/configs.htm#N494BW http://www.dmack.net/mazda/index.html ----- Original Message -----=20 From: James Maher=20 To: Rotary motors in aircraft=20 Sent: Monday, November 20, 2006 1:30 PM Subject: [FlyRotary] N11XD First Flight report On Saturday Nov 18,2006 around 2:00PM Dyke Delta N11XD finally took to = the sky at Barnes Airport in Westfield MA (KBAF). After a short takeoff roll she climbed out at 120 MPH at a rate of = about 1000 fpm. Once reaching the planned altitude of 3000 feet the = aircraft was leveled off and throttle reduced to about 5000 RPM (about = =BD throttle) which allowed an easy slow cruise at 120-130MPH. This was = all with the IVO in-flight adjustable prop set to about 80 inches of = pitch and 5 deg of T-tail setting. It was amazing to see all of the = instruments come to life and be working just as they were expected to. = Especially the gyro instruments, which are driven by a Venturi, and = therefore not tested before flight. Gentle turns were performed to keep = the aircraft above the airport and within reach of its 9000 and 5000 = foot runways. First 10 degrees of bank then 20 degrees. The engine ran = smooth as silk with all temps and pressures in the green. After several = circles around the airport the T-tail was set to the neutral position = and the nose did drop noticeably requiring a bit of retrimming of the = elevons. The aircraft flew straight and level with no tendency to change = heading or pitch on its own (just like the other Deltas I have flown). = The next test was some slow flight to see just what happens as the = aircraft slows down. This was performed by reducing the power and = airspeed in 5 MPH increments and getting a feel for the controls at each = reduced speed. I started at 120MPH and by the time it got down to 95 the = controls required a bit more movement but it was easy to hold level = flight at this speed. The aircraft did not feel as though it was on the = verge of a stall or get mushy or show any tendency to descend. This told = me that it would not be an issue to land. I then climbed to 4000 feet = and made a simulated downwind entry. When abeam the numbers I reduce = power to 3500 RPM set the airplane into a descent at 120 MPH. I was = descending at 1000 FPM and reached 3000 feet before even being able to = turn base! Good thing I was still at 3000 feet. As I discovered, that = throttle setting would not work. So, I pushed the throttle back in and = climbed back to 4000 feet for another try. Back on simulated downwind = abeam the numbers again, the throttle reduced to 4300 RPM this time. At = this point the rate of descent was a much more acceptable 500 FPM at 120 = MPH. I turned simulated base at about 3700 feet and turned simulated = final at about 3500 feet. This felt much better except that I turned = base too soon and no sooner than I turned final I was over the end of = the simulated runway. way too high. After about a half dozen of these = simulated approaches from 4000 feet to 3000 feet I felt comfortable = enough with the settings that I could make a landing successfully. Since = I had been flying for almost an hour and it was cold up there and the = sun was beginning to set it was time to come back down. I called the = tower and informed them that I wished to enter the downwind for Runway 2 = from above. I was asked to report on final for runway 2, with winds from = 330 at 6 knots. As I was gently spiraling down from 3000 feet, at 500 = FPM, to be at the pattern altitude of 1300 feet, I was treated to watch = a pair of A10's return from their war-games and land below me. Downwind = was entered and flown at 120 MPH. Just like I practiced above, power was = reduced abeam the numbers to setup 500 FPM descent at 120 MPH. This time = I waited the right amount of time and distance before turning base. (The = pattern looks a bit different at 4000 feet than it does at 1000 agl. = This was much more comfortable.) Base was turned at about 1000 feet = (700agl) and then the turn to final at about 750 (500agl) feet and a = call to the tower. Every thing happens quick at 120 MPH but it all felt = so right. On final I felt I was a bit low so a tweak of throttle was = added and speed reduced to 110MPH with the rate of descent still at 500 = fpm. Once the right glide was established and the runway looked like it = was close enough the throttle was reduced back to about the setting it = was before turning final. I began to flare and just as I did the ground = effect cushion kicked in and the aircraft ballooned up a few feet. So, I = just kept gently pulling back on the stick as I was trained, (resisting = the urge to lower the nose), and the airplane gently settled back down = and touched down on the main gear first and the nose came down as I = continued to pull back on the stick, trying to keep the nose light. I = was down in 2000-3000 feet and then had to taxi another =BD mile to exit = the runway at its mid point so I did not even need to use the brakes = until reaching the taxiway turn off. I taxied back to the hangar, to my = anxiously awaiting friends who first congratulated me and then asked why = I took so long to come back down. I was just having so much fun I didn't = want to come down. The flight could not have gone any better and the = aircraft and engine could not have performed more flawlessly than they = did. After almost 11 years in the making and over 8000 hours of building = time this was the day I dreamed of and it was better than I ever = imagined. Although I did the vast majority of the work myself I could = not have built and flown this airplane alone. I was fortunate to have = the help and motivation of many friends and fellow aviators to sustain = my efforts over the many years. A few of them were there to support my = first flight effort as well and this was immensely helpful to me. My = only regret is that the project took so long that some of those who = helped, did not live long enough to witness this flight. I'm sure that = they were watching over me from a bit higher altitude. I hope I can = encourage those who are still building to keep up with their effort. It = is all worth it in the end. I am looking forward to many more hours of = uneventful flying. =20 Jim Maher Dyke Delta N11XD (1 hour) Atkins 13b rotary and short intake, with RWS EC2 and Ross PRSU. p.s.=20 Tracy, I know that I never made your on-line builder's list, but now you can put me on your "flying customers" list. I'd certainly appreciate one of those buttons too if you have any = left. Thanks, Jim ------=_NextPart_000_0008_01C70CAD.652D1F80 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Heartiest Congratulations, Jim.  Well=20 Done!
 
Sounds like it could not have gone better - in = fact, I=20 believe that is the best "first flight" report I have heard.  Looks = like=20 you got it right on the first try.
 
I was reminded of my HARD landing back a couple = of years=20 ago - because I had not done the test you had the smarts to = do.
 
  I had replaced my old 68x72 prop with a = new 76x88=20 prop.  To make a long story short, when I saw I was landing a = little long=20 on one of the first flights with the new prop, I pulled the throttle = back to=20 full stop (idle).  I immediately lost approx 20 mph in about 120 ft = and=20 dropped out of the air from around 10-12 feet.  Managed to keep the = nose=20 gear up but ended up having to replace the main gear rods and the rudder = hinge=20 end rods.  I later did do the smart thing and found out (belatedly) = that=20 pulling all the way back to idle increased the rate of descent from 500 = fpm to=20 over 1000 fpm with the new prop.  Wham!
 
Keep us informed as a flying rotary delta is not = a common=20 item.
 
Ed
 
Ed Anderson
Rv-6A N494BW Rotary = Powered
Matthews,=20 NC
eanderson@carolina.rr.comhttp:/= /members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda= /index.html
----- Original Message -----
From:=20 James=20 Maher
Sent: Monday, November 20, 2006 = 1:30=20 PM
Subject: [FlyRotary] N11XD = First Flight=20 report

On Saturday Nov 18,2006 around 2:00PM Dyke Delta N11XD = finally took to=20 the sky at Barnes Airport in Westfield MA (KBAF).
After a short takeoff roll she climbed out at 120 MPH at a = rate of=20 about 1000 fpm. Once reaching the planned altitude of 3000 feet the = aircraft=20 was leveled off and throttle reduced to about 5000 RPM (about =BD = throttle)=20 which allowed an easy slow cruise at 120-130MPH. This was all with the = IVO=20 in-flight adjustable prop set to about 80 inches of pitch and 5 deg of = T-tail=20 setting. It was amazing to see all of the instruments come to life and = be=20 working just as they were expected to. Especially the gyro = instruments, which=20 are driven by a Venturi, and therefore not tested before flight. = Gentle turns=20 were performed to keep the aircraft above the airport and within reach = of its=20 9000 and 5000 foot runways. First 10 degrees of bank then 20 degrees. = The=20 engine ran smooth as silk with all temps and pressures in the green. = After=20 several circles around the airport the T-tail was set to the neutral = position=20 and the nose did drop noticeably requiring a bit of retrimming of the = elevons.=20 The aircraft flew straight and level with no tendency to change = heading or=20 pitch on its own (just like the other Deltas I have flown). The next = test was=20 some slow flight to see just what happens as the aircraft slows down. = This was=20 performed by reducing the power and airspeed in 5 MPH increments and = getting a=20 feel for the controls at each reduced speed. I started at 120MPH and = by the=20 time it got down to 95 the controls required a bit more movement but = it was=20 easy to hold level flight at this speed. The aircraft did not feel as = though=20 it was on the verge of a stall or get mushy or show any tendency to = descend.=20 This told me that it would not be an issue to land. I then climbed to = 4000=20 feet and made a simulated downwind entry. When abeam the numbers I = reduce=20 power to 3500 RPM set the airplane into a descent at 120 MPH. I was = descending=20 at 1000 FPM and reached 3000 feet before even being able to turn base! = Good=20 thing I was still at 3000 feet. As I discovered, that throttle setting = would=20 not work. So, I pushed the throttle back in and climbed back to 4000 = feet for=20 another try. Back on simulated downwind abeam the numbers again, the = throttle=20 reduced to 4300 RPM this time. At this point the rate of descent was a = much=20 more acceptable 500 FPM at 120 MPH. I turned simulated base at about = 3700 feet=20 and turned simulated final at about 3500 feet. This felt much better = except=20 that I turned base too soon and no sooner than I turned final I was = over the=20 end of the simulated runway=85 way too high. After about a half dozen = of these=20 simulated approaches from 4000 feet to 3000 feet I felt comfortable = enough=20 with the settings that I could make a landing successfully. Since I = had been=20 flying for almost an hour and it was cold up there and the sun was = beginning=20 to set it was time to come back down. I called the tower and informed = them=20 that I wished to enter the downwind for Runway 2 from above. I was = asked to=20 report on final for runway 2, with winds from 330 at 6 knots. As I was = gently=20 spiraling down from 3000 feet, at 500 FPM, to be at the pattern = altitude of=20 1300 feet, I was treated to watch a pair of A10=92s return from their = war-games=20 and land below me. Downwind was entered and flown at 120 MPH. Just = like I=20 practiced above, power was reduced abeam the numbers to setup 500 FPM = descent=20 at 120 MPH. This time I waited the right amount of time and distance = before=20 turning base. (The pattern looks a bit different at 4000 feet than it = does at=20 1000 agl. This was much more comfortable.) Base was turned at about = 1000 feet=20 (700agl) and then the turn to final at about 750 (500agl) feet and a = call to=20 the tower. Every thing happens quick at 120 MPH but it all felt so = right. On=20 final I felt I was a bit low so a tweak of throttle was added and = speed=20 reduced to 110MPH with the rate of descent still at 500 fpm. Once the = right=20 glide was established and the runway looked like it was close enough = the=20 throttle was reduced back to about the setting it was before turning = final. I=20 began to flare and just as I did the ground effect cushion kicked in = and the=20 aircraft ballooned up a few feet. So, I just kept gently pulling back = on the=20 stick as I was trained, (resisting the urge to lower the nose), and = the=20 airplane gently settled back down and touched down on the main gear = first and=20 the nose came down as I continued to pull back on the stick, trying to = keep=20 the nose light. I was down in 2000-3000 feet and then had to taxi = another =BD=20 mile to exit the runway at its mid point so I did not even need to use = the=20 brakes until reaching the taxiway turn off. I taxied back to the = hangar, to my=20 anxiously awaiting friends who first congratulated me and then asked = why I=20 took so long to come back down. I was just having so much fun I = didn=92t want to=20 come down. The flight could not have gone any better and the aircraft = and=20 engine could not have performed more flawlessly than they did. After = almost 11=20 years in the making and over 8000 hours of building time this was the = day I=20 dreamed of and it was better than I ever imagined. Although I did the = vast=20 majority of the work myself I could not have built and flown this = airplane=20 alone. I was fortunate to have the help and motivation of many friends = and=20 fellow aviators to sustain my efforts over the many years. A few of = them were=20 there to support my first flight effort as well and this was immensely = helpful=20 to me. My only regret is that the project took so long that some of = those who=20 helped, did not live long enough to witness this flight. I=92m sure = that they=20 were watching over me from a bit higher altitude. I hope I can = encourage those=20 who are still building to keep up with their effort. It is all worth = it in the=20 end. I am looking forward to many more hours of uneventful=20 flying.
 
Jim Maher
Dyke Delta N11XD (1 hour)
Atkins=20 13b rotary and short intake, with RWS EC2 and Ross PRSU.
 
p.s.=20
Tracy,
I=20 know that I never made your on-line builder's list,
but=20 now you can put me on your "flying customers" list.
I'd=20 certainly appreciate one of those buttons too if you have = any=20 left.
Thanks,
Jim
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