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 ½ 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 ½ 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