Given the discussion recently on "first flights" I put down some
thoughts based on my "first flight" experiences. You might agree,
disagree, or don't care so take it for what it's worth to you.
Larry Flesner
Flight testing / first flight
The goal on the first flight of an airplane is to verify controllable
flight and engine reliability.With that in mind I would offer the
following advice to anyone making the first flight of an airplane or to
a pilot making the first flight in an unproven airplane.I base the
following advice on my experience of making the first flight of my KR, a
Zenith 601 with a Harley engine, a Murphy Rebel with a 150 Lycoming
engine, and the first successful flight of a Zenith 750 Cruzer with a
130 hp Honda engine.The builder of the Cruzer damaged the aircraft on
the first two attempted flights, the first on landing and the second on
takeoff.All four aircraft handled differently with two being STOL type,
the KR a speed machine, and the 601 a dossal easy flier.If someone makes
the first flight to prove the airplane you’re still going to have your
“first flight” in the aircraft so prepare accordingly.I encourage anyone
with different options or experiences to feel free to express them.
Ground handling:The purpose of taxi testing is to insure adequate and
acceptable directional control of the aircraft on takeoff and landing.I
do not endorse long periods of taxi testing.You should be able to
determine in 30 minutes, to no more than one hour, if ground handling is
acceptable.This is determined by slow and advancing to high speed runs
approaching takeoff speed.Never advance to high speed taxi test on a
runway without both the pilot and aircraft completely ready for
flight.As you approach takeoff speed you may find yourself
airborne.Anything more than 30 minutes to an hour is unnecessary
exposure and is done more for pilot comfort than aircraft testing.Insure
directional control to near liftoff speed, reduce power to idle and
maintain directional control until exiting the runway.
First flight:If all controls are “free and correct” and the C.G. is
within the specified range, the greatest threats to a successful flight
will be pilot over control or inadequate control and engine reliability.
In the case of the KR over control / PIO is the greatest threat.Make
every test possible to ensure engine reliability and then prepare the
pilot with either dual training in a similar aircraft or a good deal of
recent time in any aircraft and at least a ride in a similar aircraft
with maybe 15 minutes of stick time.Your first takeoff will be identical
to your high speed taxi test.Advance to full power, maintain directional
control, and when the aircraft feels light on the gear, use a very
slight back pressure on the stick and you’re airborne.Limit stick
movement at that point for several seconds so as not to induce
PIO.Establish a climb to altitude and monitor engine performance.If all
is well to altitude relax for a few minutes with some gentle turns to
get the feel of the aircraft.The only maneuvers I recommend for first
flight are one: a straight ahead power off stall to see what the ASI
shows at the stall break, and two: several gentle turns at less than 20
degrees bank to test handling with either flaps or speed brakes deployed
and engine idle at approach speed.This should verify good control for
landing.
The landing:If everything goes well to this point prepare yourself
mentally for landing with a well thought out approach.Make your pattern
slightly larger than normal to give yourself time to get things
stabilized.Use 1.2 or 1.3 times the indicated airspeed you noted in the
power off stall for the over the numbers airspeed.This should work well
on an adequate length runway.Any speed greater than that will only
increase the time in the flare, close to the ground, and put you at risk
for PIO.Ground handling once the mains are on the ground will be
identical to roll out during your high speed taxi test.
In flight issues:If issues develop during the first flight, first of all
don’t panic.Stay within gliding distance of a landing site (preferably
the airport) in case of engine failure.Other issues, other than
control-ability, can be handled if you remain calm.An inaccurate or
inoperative ASI does not keep the airplane from flying.Same for VSI,
altimeter, compass, etc.. A highly inaccurate or inop ASI will probably
cause you to land hot so anticipate that and use the longest runway
available for landing.Engine instruments should be taken at face value
and assumed to be accurate until tested back on the ground.A low oil
pressure, oil or engine temps should be considered a reason to return
for landing.Mentally switch to landing mode and get back on the ground
without rushing to the point of being unsafe.
Even if someone performs the first flight of your KR you will still be
making your first “solo flight” and nothing really is different except
the aircraft has been tested to some extent.I would still fly the same
routine to get comfortable in the airplane.If you have obtained your
pilot license and passed all the check rides you are capable of flying a
proven KR.The handling might differ from what you normally fly but not
beyond your capability.Prepare the airplane, prepare yourself, and go
have fun.
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