X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [216.211.128.129] (HELO mail-in03.adhost.com) by logan.com (CommuniGate Pro SMTP 5.1.2) with ESMTPS id 1586482 for flyrotary@lancaironline.net; Mon, 20 Nov 2006 14:09:45 -0500 Received-SPF: none receiver=logan.com; client-ip=216.211.128.129; envelope-from=joeh@PilgrimTech.com Received: from Pilgrim10 (c-67-183-14-47.hsd1.wa.comcast.net [67.183.14.47]) by mail-in03.adhost.com (Postfix) with ESMTP id 704CD2A6823 for ; Mon, 20 Nov 2006 11:09:22 -0800 (PST) (envelope-from joeh@PilgrimTech.com) From: "Joe Hull" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] N11XD First Flight report Date: Mon, 20 Nov 2006 11:09:19 -0800 Message-ID: <009301c70cd7$61813c70$8802a8c0@Pilgrim10> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0094_01C70C94.53606D70" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 Thread-Index: AccM0g6KfDJjpmQ/R0uAmmb0wtc59wABRRMw In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_0094_01C70C94.53606D70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim =96 CONGRATULATIONS! That was an outstanding flight and report! You = know what=92s next =96 PICTURES!! =20 Keep up the good work! Joe Hull Redmond/Seattle WA, Cozy-Mazda Rotary 69hrs =20 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=85 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=92s = 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=92t 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=92m 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. =20 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_0094_01C70C94.53606D70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Jim – CONGRATULATIONS! That = was an outstanding flight and report! You know what’s next – = PICTURES!!

 

Keep up the good = work!

Joe = Hull

Redmond/Seattle WA, Cozy-Mazda = Rotary 69hrs

 

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.

 

Jim Maher

Dyke Delta N11XD (1 hour)

Atkins 13b rotary and short intake, with RWS EC2 and Ross = PRSU.

 

p.s.

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

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