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Date: Mon, 20 Nov 2006 22:01:24 -0700
From: Bob White <rlwhite@comcast.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: Re: [FlyRotary] N11XD First Flight report
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Congratulations Jim,

What a great first flight report.

Bob W. (Maybe this week)

On Mon, 20 Nov 2006 10:30:44 -0800 (PST)
James Maher <deltaflyer@prodigy.net> wrote:

> On Saturday Nov 18,2006 around 2:00PM Dyke Delta N11XD finally took to th=
e sky at Barnes Airport in Westfield MA (KBAF).
>   After a short takeoff roll she climbed out at 120 MPH at a rate of abou=
t 1000 fpm. Once reaching the planned altitude of 3000 feet the aircraft wa=
s leveled off and throttle reduced to about 5000 RPM (about =BD throttle) w=
hich allowed an easy slow cruise at 120-130MPH. This was all with the IVO i=
n-flight adjustable prop set to about 80 inches of pitch and 5 deg of T-tai=
l 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, wh=
ich are driven by a Venturi, and therefore not tested before flight. Gentle=
 turns were performed to keep the aircraft above the airport and within rea=
ch of its 9000 and 5000 foot runways. First 10 degrees of bank then 20 degr=
ees. The engine ran smooth as silk with all temps and pressures in the gree=
n. After several circles around the airport the T-tail was set to the neutr=
al 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 tes=
t 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 120=
MPH and by the time it got down to 95 the controls required a bit more move=
ment but it was easy to hold level flight at this speed. The aircraft did n=
ot feel as though it was on the verge of a stall or get mushy or show any t=
endency to descend. This told me that it would not be an issue to land. I t=
hen climbed to 4000 feet and made a simulated downwind entry. When abeam th=
e 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, th=
at throttle
>  setting would not work. So, I pushed the throttle back in and climbed ba=
ck to 4000 feet for another try. Back on simulated downwind abeam the numbe=
rs again, the throttle reduced to 4300 RPM this time. At this point the rat=
e of descent was a much more acceptable 500 FPM at 120 MPH. I turned simula=
ted 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 3=
000 feet I felt comfortable enough with the settings that I could make a la=
nding successfully. Since I had been flying for almost an hour and it was c=
old 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 b=
e at the pattern altitude of 1300 feet, I was treated to watch a pair of A1=
0=92s return from their war-games and land below me. Downwind was entered a=
nd flown at 120 MPH. Just like I practiced above, power was reduced abeam t=
he numbers to setup 500 FPM descent at 120 MPH. This time I waited the righ=
t 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 comfor=
table.) Base was turned at about 1000 feet (700agl) and then the turn to fi=
nal 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 abo=
ut 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 ju=
st kept gently pulling back on the stick as I was trained, (resisting the u=
rge to lower the nose), and the airplane gently settled back down and touch=
ed down on the main gear first and the nose came down as I continued to pul=
l 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 p=
oint so I did not even need to use the brakes until reaching the taxiway tu=
rn off. I taxied back to the hangar, to my anxiously awaiting friends who f=
irst 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 coul=
d not have gone any better and the aircraft and engine could not have perfo=
rmed 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 eve=
r 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 o=
ver the many years. A few of them were there to support my first flight eff=
ort as well and this was immensely helpful to me. My only regret is that th=
e project took so long that some of those who helped, did not live long eno=
ugh 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
>=20


--=20
N93BD - Rotary Powered BD-4 - http://www.bob-white.com
First engine start 1/7/06 - Special Airworthiness Certificate 10/1/06
Cables for your rotary installation - http://www.roblinphoto.com/shop/