Jim Schnicker - Wittman Tailwind - First Flight January 22, 2003 - Click here

Ronnie Brown - Velocity 173 - First Flight March 4, 2003 - See below for the story.

Mike Munn's RV-8 First Flight on June 28, 2003 - Click here for the Story

Steve Glasgow's RV-8 First Flight on October 30, 2003 Click here for the story

Ray Petty - Geo Powered Jenny - First Flight January 16, 2004 

Ron and Kandy Murray's RV9A First Flight on December 3, 2004 - Click here for the Story

Dale Ensing - RV6A - First Flight December 15, 2004

N713MR Velocity 173 Elite RG with Lycoming IO360 200 HP and Catto 3-Blade Prop

On a perfect weather day, high clouds and very little wind, my Velocity 173 Elite RG made its maiden flight lasting 40 minutes. 

It was a chilly 40 degrees when I got to the airport at 9:00 am, but the excitement was building and somehow it didn’t feel that cold at Lincoln County, NC. We followed the first flight plans developed by Dale Ensing, our EAA Chapter 309’s flight advisor and myself.  Dale had just completed the EAA/Sportair FA class at Lakeland.  We had a ground crew recording data via the flight test frequency 123.45, three folks in a pick up truck and large fire extinguisher, and an RV6A chase plane with pilot and observer.  And a bunch of folks taking pictures and videos.  I had kept my planning for the first flight pretty quiet, only inviting the flight advisor, his assistant, and two folks in the chase plane.  Somehow the word had gotten out and the audience had grown to over a dozen people.  But, no problem, I had rehearsed, I was focused, and tried to keep my mind on the task at hand.

When I got to the airport at Dale Ensing had just arrived.  We went to the plane and took the cover off. I briefed him on how to open the nose hatch to disconnect the battery, how to unlock and open the pilot’s door using the key, where the master switch and emergency fuel shutoff valves were.  I also had chosen runway 23 since there were better emergency fields to the south and west.  Then the Andy and John arrived in the RV6A, Howard and Don Sink in his 172, John Schroeder and Ron Szot in a 172, Jim Schnicker in his recently finished Wittman Tailwind, then my wife, Mott and son-in-law Jerry drove up.  Then my dad’s deaf friend who loves flying and had been tracking my construction project for the last two years and taking great digital photos, arrived to take pictures.  Then there was Ron Archer, who had just completed a RV6, offered his helmet, parachute, fireproof jump suit, fire extinguisher, - wow!  I took him up on the helmet and fire extinguisher.  I already had cotton clothes on and a heavy leather jacket.  But Kent Ashton and his newly finished Cozy IV hadn’t shown up.  We decided to go ahead without Kent. (Later he called to say he couldn’t get his engine cranked – his primer lines had plugged up).

Dale conducted a preflight briefing, assignments were made, emergency crash fields were discussed, and the ground crew were shown the airplane’s emergency features. I decided that since it was a bit chilly, I would make one high speed taxi test before the first flight.  Andy and John took off in the RV6A after I took the runway, ran the power up to full throttle, held for about 30 seconds and then released the brakes for a trial run up to 60 knots and lifting the nose a bit.  Engine is running smooth and strong, although only getting 2200 rpm due to the highly pitched Catto prop (66” dia x 72” pitch).  I let it coast to the other end of Lincolnton’s 5500’ runway, then taxied back for the take off.  By now, Andy was up at 2000’ on a right downwind.

I then took the runway, nervously adding full power.  A touch of right brake and here we go!  The Velocity with its new VG’s but in rough primer, rotated well before my 1500’ take off abort limit.  Dale asked what my rotation speed had been, I uttered “Uh, I don’t know, I didn’t have time to notice!”.  But she rotated easily, wings level and gained speed to 100 knots and I began a slow left turn to crosswind at 500’.  Wow, it flies!!!!  Andy flew across the airport and caught me on downwind and announced that everything looked great – no smoke, no fluids and no parts falling off.  I continued the climb up to 3000’ (2100’ AGL) reduced power to about 2200 rpm (the most I saw was 2310), to reduce the speed to 130 knots as I leveled off – not bad for the gear hanging out.  The head temperatures had gotten up to 344 degrees on the climb but the oil never got over 200.  These dropped to 320 and 190 after I leveled off.  I decided to get it trimmed and see if I had a heavy wing.  Sure enough, it started a slow turn to the right.  Ah, ok, not too bad, maybe one shim.  But wait, let’s try the aileron trim.  Tap left, once, twice, three short ones.  All right, it is  flying straight now!!!!  I asked Andy to close up and check my ailerons.  Andy reports they are straight.  Wow.  After three years of building strakes, checking incidences, leveling fuselage, leveling wings, and checking incidences, it flies straight!  I never was so lucky on any of my RC models.  Invariably, all my wooden wings seemed to take on a bit of twist after all the construction was done and the wings were covered.

I flew a race track pattern over the airport at 3000 feet MSL for 20 minutes checking temperatures, flows, pressures, and air speeds.  Making gentle turns left and right, checking rudders (pretty stiff at 130 knots).  Everything was in the green and working great.  I was even getting comfortable, then it came to an end. Its time to start working on the number one objective, getting this hunk of fiberglass back on the ground safely with wings, wheels and me intact!  I slowed to 110 knots, called out data to the ground crew, then to 90, 80, and 70.  Still no pitch buck but the nose sure is getting high.  With my helmet limiting how high I can look over the glare shield, I start getting even more nervous but I pressed on, pulling back and trimming, finally feeling a bit of buck at 65 knots.  Ok, power back up, and climb back to 3000’. 

After a lap or two trying to decide which runway to land on, we chose 23 – winds were still light and variable.  I got to midfield, and started the 1000’ above the airport practice approach and did my GUMP check.  Then powered back to 1200 rpm, started a 500 feet per minute descent, turned base and final slowing to 70 knots 1000’ above the runway.  Feels pretty good, add power and turn back to the downwind still at 1000 AGL.  Checked GUMP again, slowed to 100 knots, turned base, but my final was wide, high and I’m still at 100 knots.  I decided early on final that this wasn’t going to be a good one, announced my intentions that I would do a go around after getting down to 100-200 feet.  Add power and back up to the downwind. 

This time, I announced that I would make the down wind wider since what wind there was, was pushing me to the left.  After I turned base, Andy and John were above me saying I looked awfully low, doing a worm burner approach.  I checked the VASI lights and announce that I have two white lights and therefore I was above the glide slope.  Hmm, 90 knots and a bit high, I pull the power down to about 1000 rpm, and here comes the red light, right on the glide slope.  Now I’m down to 80 knots and I announce this one is looking good, I’m going to put it down this time.  Down to the numbers, pull the nose up and just above the asphalt, letting it slow down and kerplunk, and whiff of tire smoke, and no bounces, a GREAT landing.  After coasting to the other end, I released my death grip on the control stick.  WOW. What a great flying airplane!!!

I taxi back, thumbs up everywhere and I popped the door open.  Mott comes up and gives me a big hug and kiss after I got the helmet off – just like a NASCAR driver.   Then I climbed out, lots of big grins, and hand shakes and atta-boys.  What a fantastic first flight in an unbelievably great flying machine, everything worked just like it was supposed to.  Plan the flight, fly the plan, just like in the Flight Advisor’s work book!

    And     

EAA Centennial Homebuilt - Click on Plaque

A great write up on first flights can be found at http://www.seqair.com/FlightTest/FlightTestGuide/FlightTestGuide.pdf