The First Flight - Zenith Aircraft Builders and Flyers2024-03-28T19:55:07Zhttps://zenith.aero/forum/topics/the-first-flight?commentId=2606393%3AComment%3A321728&feed=yes&xn_auth=noWayne,
I'm looking forward to…tag:zenith.aero,2013-12-29:2606393:Comment:3306362013-12-29T03:11:14.724ZPatrick Bortonhttps://zenith.aero/profile/PatrickBorton
Wayne,<br />
I'm looking forward to hearing about the first flight of your plane! Good news...planes still fly like they did years ago. Pitch for airspeed and power for altitude...especially if you're watching the VSI. That was my big eye opener on landing.<br />
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Please call if you'd like ideas/advice...<br />
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260 715 1590
Wayne,<br />
I'm looking forward to hearing about the first flight of your plane! Good news...planes still fly like they did years ago. Pitch for airspeed and power for altitude...especially if you're watching the VSI. That was my big eye opener on landing.<br />
<br />
Please call if you'd like ideas/advice...<br />
<br />
260 715 1590 I'm preparing for the first f…tag:zenith.aero,2013-12-28:2606393:Comment:3307102013-12-28T18:40:44.842ZWayne Tyson Jrhttps://zenith.aero/profile/WayneTysonJr
<p>I'm preparing for the first flight about two weeks from now.</p>
<p></p>
<p>I hope to find a highly qualified test pilot for the first couple of hours at least, but if not, I'll have to do the job myself. I have a fresh BFR (after 20+ years not flying), 5+ hours of stick time in a 701 thanks to the generous spirit of the owner (whom I met right here) and 4+ hours of dual in a 750. About 300 hours total time (Champs, Tri-Champs, Cessna 150's, 172's, 182's, Piper Tri-Pacers, Citabrias, and a…</p>
<p>I'm preparing for the first flight about two weeks from now.</p>
<p></p>
<p>I hope to find a highly qualified test pilot for the first couple of hours at least, but if not, I'll have to do the job myself. I have a fresh BFR (after 20+ years not flying), 5+ hours of stick time in a 701 thanks to the generous spirit of the owner (whom I met right here) and 4+ hours of dual in a 750. About 300 hours total time (Champs, Tri-Champs, Cessna 150's, 172's, 182's, Piper Tri-Pacers, Citabrias, and a T-34).</p>
<p></p>
<p>I'd like to hear from y'all about how you handle these aircraft, especially on landing, in still air, bumpy air, and crosswinds. I've been advised to carry 1500 RPM and 60 on approach, and have had a power-off landing (idle and 70) demonstrated, but didn't actually make one. I plan to shoot for touchdown well down a 6,000 ft paved runway so I can make the runway in case the engine burps or quits. I'm used to spot landings, power off, but I understand the value of carrying power to touchdown until I get used to the airplane.</p>
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<p>Bent nose-gear accidents seem to be common in these airplanes, and I am curious about how they happen; what the pilot does wrong. No less a figure than Barry Schiff has noted that "excessive pitch sensitivity" is characteristic of Light Sport category airplanes in general. So I'd like to hear from as many pilots as possible on these issues; particularly just how you properly flare these airplanes, and how you transition from 60 or 70 to touchdown speed and how the nose gear is lowered to the runway without breaking or bending it--as softly as possible.</p>
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<p>Thanks in advance. I'll be away from the computer from December 30 through January 6, then here for a few days, then on to flight testing. If you want to call, or for me to call you, send me a message.</p>
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<p>WT</p> I apprecieate your comments a…tag:zenith.aero,2013-11-20:2606393:Comment:3239512013-11-20T18:11:23.838ZRichard Simmonshttps://zenith.aero/profile/RichardSimmons
<p>I apprecieate your comments about faith in the Bird. I am hoping within the next 9 months or so, I can join the ranks of one completeing a build and flying.</p>
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<p>Rich simmons</p>
<p>I apprecieate your comments about faith in the Bird. I am hoping within the next 9 months or so, I can join the ranks of one completeing a build and flying.</p>
<p> </p>
<p>Rich simmons</p> Hi there,
For me, the first f…tag:zenith.aero,2013-11-08:2606393:Comment:3217382013-11-08T18:18:03.785ZNormand Lamberthttps://zenith.aero/profile/NormandLambert
<p>Hi there,</p>
<p>For me, the first flight was a complete surprise. First, we did the pull tests of the engine/psru combo <br></br>and figured the pitch of the prop. Then, we ran the engine for extended periods of time to test the <br></br>cooling, fuel and electrical systems. It was finally time to taxi the 701 to the runway for taxi tests. <br></br>I had tips from Bob McDonald and read all flight reports about the 701 that I could find, prior <br></br>to doing so.</p>
<p>I lined up the runway and taxied to…</p>
<p>Hi there,</p>
<p>For me, the first flight was a complete surprise. First, we did the pull tests of the engine/psru combo <br/>and figured the pitch of the prop. Then, we ran the engine for extended periods of time to test the <br/>cooling, fuel and electrical systems. It was finally time to taxi the 701 to the runway for taxi tests. <br/>I had tips from Bob McDonald and read all flight reports about the 701 that I could find, prior <br/>to doing so.</p>
<p>I lined up the runway and taxied to 30 mph or so. Halfway down the runway, I applied te brakes and <br/>the 701 slowed to a stop. Went back to the runway threshold and again pushed the throttle in to 50%.<br/>This time the nosewheel came up and I went down the runway in this attitude testing the rudder <br/>and brakes. <br/>The third time, I pushed the throttle to 60%, the nosewheel came up and a crosswind gust got me <br/>in the air. I found out I was flying because there were no more 'bumps' coming from the main wheels. <br/>I went up to 20 feet and throttled back ...but not to idle; the 701 came down slowly and settled gently <br/>on the mains and then the nosewheel came down. That was IT !!! <br/>That day. I did this 4 or 5 more times before retiring to the hangar.</p>
<p>I was with René,my helper/friend, he said 'you flew' and I replied 'not ME, the 701 did!'</p>
<p>In retrospect, you'd want all your first flights to go this way ! I was happy that I was warned to keep <br/>some power on landing/flare. Later, I booked a checkride with an instructor and we got to test the stall<br/>behavior of the 701 and its general flight envelop. The only disconcerting thing I found was that I had<br/>to apply rudder in turns. Nothing bad just thing to get used to</p>
<p>46 hours later, I just LOVE this thing and I fly every chance I get. <br/>Normand Lambert<br/>CH701 C-GFEU</p> First flight video from Wedne…tag:zenith.aero,2013-11-08:2606393:Comment:3217282013-11-08T15:07:42.285ZZenith.Aerohttps://zenith.aero/profile/Admin
<p>First flight video from Wednesday: STOL CH 750 with the first Rotax 912iS engine installation: <a href="http://www.zenith.aero/video/ch750-912is">http://www.zenith.aero/video/ch750-912is</a></p>
<p>First flight video from Wednesday: STOL CH 750 with the first Rotax 912iS engine installation: <a href="http://www.zenith.aero/video/ch750-912is">http://www.zenith.aero/video/ch750-912is</a></p> Thanks, Dave! I'll help with…tag:zenith.aero,2013-11-08:2606393:Comment:3217132013-11-08T03:05:14.232ZPatrick Bortonhttps://zenith.aero/profile/PatrickBorton
Thanks, Dave! I'll help with whatever I can.
Thanks, Dave! I'll help with whatever I can. Patrick,
Nice writeup. Wil…tag:zenith.aero,2013-11-06:2606393:Comment:3211142013-11-06T14:48:37.140ZDavid J. Beaulieuhttps://zenith.aero/profile/DavidJBeaulieu
<p>Patrick,</p>
<p> </p>
<p>Nice writeup. Will be in touch during my engine install and hopefully this summer for some test cards!</p>
<p> </p>
<p>Dave</p>
<p>Patrick,</p>
<p> </p>
<p>Nice writeup. Will be in touch during my engine install and hopefully this summer for some test cards!</p>
<p> </p>
<p>Dave</p> Important point about that fi…tag:zenith.aero,2013-11-05:2606393:Comment:3210712013-11-05T22:20:12.449ZBill Carterhttps://zenith.aero/profile/BillCarter175
<p>Important point about that first flight.</p>
<p>My first flight was truly an exciting and memorable experience. Not just for me but for my wife and some other acquaintances from around the airport. Unfortunately that's as far as it got at least as far as any video.</p>
<p>I had the camera all set up and my wife did a great job of recording the pre-flight, the take off, and about 40 minutes later my first landing that I must say was one of my best. I placed it onto the hard drive of my laptop…</p>
<p>Important point about that first flight.</p>
<p>My first flight was truly an exciting and memorable experience. Not just for me but for my wife and some other acquaintances from around the airport. Unfortunately that's as far as it got at least as far as any video.</p>
<p>I had the camera all set up and my wife did a great job of recording the pre-flight, the take off, and about 40 minutes later my first landing that I must say was one of my best. I placed it onto the hard drive of my laptop and used an online backup service. Then some months later I had a hard drive crash which required re-formatting the hard drive and erasing everything on there. No problem since I had the online backup service right? Wrong! Although I backed everything up often their system never notified me that it did not work with the video format that I had recorded with so the video is now lost forever.</p>
<p>So be sure to backup that first video to more than one source and check to make sure that it actually works. In fact, even before you reach that first flight it would be an excellent idea to make sure that your Builder's Manual, notes, and photos have been safely backed up.</p>
<p>It's not totally a bad ending. At least I had my wife and some friends there to help make the moment a little more memorable.</p>
<p>I hope that this helps someone else to keep from loosing that moment.</p>
<p>Bill Carter</p>
<p>American Light Sport Aircrafters</p>
<p></p>
<p></p> The picture you see above is…tag:zenith.aero,2013-11-05:2606393:Comment:3208102013-11-05T04:03:07.698ZPatrick Bortonhttps://zenith.aero/profile/PatrickBorton
The picture you see above is shortly before my first test flight. The airworthiness certificate was received two days prior, and the forecast was to be perfect this particular morning. The ground crew was assembled and the coffee and donuts were consumed.<br />
<br />
The planning had been going on for weeks prior and I adapted test cards from an RV9. There were things that could obviously be omitted, such as accelerated stalls in a 60 degree bank and climbs over 85 kts. AC90-89 was probably the biggest…
The picture you see above is shortly before my first test flight. The airworthiness certificate was received two days prior, and the forecast was to be perfect this particular morning. The ground crew was assembled and the coffee and donuts were consumed.<br />
<br />
The planning had been going on for weeks prior and I adapted test cards from an RV9. There were things that could obviously be omitted, such as accelerated stalls in a 60 degree bank and climbs over 85 kts. AC90-89 was probably the biggest help, though not every step of prep recommended applied. The essential ground crew was one man with a hand held radio and a fire extinguisher. The non-essential crew helped with the donuts. I also had a chase plane, but only because it was convenient and the pilot was capable and willing.<br />
<br />
August 14, 2013. Perfect weather starts the morning. The sun is shining in the hangar and the morale is high. As the test pilot, I had no transition training. I did, however, have roughly 10 hours per month for the 24 months before the flight. I also had performed enough taxi testing at speeds and power settings high enough to feel the nose lift and understand how much right rudder would be needed. It makes a 152 seem so easy.<br />
<br />
The chase plane is now airborne and I'm taxiing to the departure end of the 2,400 paved private strip. I make my radio call announcing my departure and the throttle goes in. Gauges are green, airspeed is alive. Holy cow...I'm 50 feet in the air! More right rudder, trim nose down slightly, oops...I wired the trim backwards, bank gently and climb while circling the field. All of the controls function well with expected forces. It's time to level off on an upwind leg at 3000MSL and test fly this thing!<br />
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Upon leveling off and getting to 74 KIAS, *BANG*!!! The copilot door is about 70% gone. All of the flight controls still work, so I called on the radio to let everyone know what was going on. I was going to return to land. The guy on the ground seemed way more panicked than I was. I had a job to do...fly the plane. After all, it's just a door. Sure, it startled me, but I knew that it had been an issue in the past. Rather than being proactive about making sure the doors were correctly installed (by ME), I chose to fly.<br />
<br />
Back to the flying part...I pulled the power and made a nice big pattern flying at 60 kts all the way. I was extremely pleased with the plane's performance as well as my own, given the situation. I landed where I expected to (no flaps), and taxied off the runway so the chase plane could land.<br />
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My first thoughts on the ground involved discouragement over the door. Then I realized that I wasn't hurt and the plane could certainly be flown with no doors until a replacement arrived. Everyone that was there to help that morning was very proud that what I built with my two hands (and maybe a few others) flew!<br />
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Lessons learned: make sure the coffee is strong and the donuts come from a local shop. More importantly, use the best tool you have during your build. This forum. I read about departing doors and thought I did it right. As soon as I re-read it, I discovered it was my error. Finally, if you don't understand something, call Zenith or consult multiple builders on this forum. That's why we're all here!<br />
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Just shy of 60 hours on the Hobbs and loving the 750/UL350iS! My first flight was without w…tag:zenith.aero,2013-11-05:2606393:Comment:3206902013-11-05T00:45:09.198ZThomas Jacksonhttps://zenith.aero/profile/THOMASJACKSON
<p>My first flight was without wings. Yes, no wings on the plane which is a 701. This is the way this came about. The final construction was made in my garage where the wings were mounted on the plane and the correct angles were made. The DAR made his final inspection and all went well. I then had to remove the wings to get the plane out of the garage where I rigged up a temporary fuel system and ran the engine in as Rotax advises. On the property I have carved out a 1200 foot strip and the…</p>
<p>My first flight was without wings. Yes, no wings on the plane which is a 701. This is the way this came about. The final construction was made in my garage where the wings were mounted on the plane and the correct angles were made. The DAR made his final inspection and all went well. I then had to remove the wings to get the plane out of the garage where I rigged up a temporary fuel system and ran the engine in as Rotax advises. On the property I have carved out a 1200 foot strip and the temptation after testing the engine was too great to not take the plane for a test run. I had read in several location that to do high speed taxi work with the 701 (a little over 600#) can be a surprise in the making with an unintentional flight. Take off is in the high 20's without a head wind. I did my high speed taxi without wings which gave me a real sense as to how the bird would track on take off and landing. This also helped me evaluate the braking system and landing gear. Using a Garmin 196 to measure speeed, I reached speed of 40+ mph and found that the bird tracked perfect with good braking. This procedure was repeated several time until I was comfortable with the plane taxiing at a high rate of speed such as in a landing configuration, although in real life the plane lands and take off at much lower speeds. The plane was then transported to the the local airport, which has much longer runways then my little strip, where I had rented a hanger and I proceeded to install the wings. My next evaluation was to do some crow hops which I had read were good and bad, in that a 701 might not like to hop but fly. My wingless high speed taxi experience was a good thing since I knew how the plane would more or less act on the ground. I did crow hops for probable 20 minutes and then on one crow hop I looked out the side door window and there I was 50+ feet off the ground which was not part of the plan. Once in the air my transition training with Bob McDonald (great guy and knowledgeable) in his 750 near Ottawa, Canada took over and there was no big event except for the joy and excitement of flying a plane built by me. My previous experience of owning a Grumman AA1-B and for many years flying Cessna's helped with the flying but created a different environment for landings and take offs. Transition training (this is a little more then a check out) is a must with a new plane especially if your going to transition to a plane that is many times lighter. Read all you can about the flight characteristics of your new plane and be current in what you have been flying, the last thing you want to do is hurt you new baby. Good luck and be smart about what you do. Only have people present who you might need to help on the ground, what you don't need is a crowd that you might want to try an impress. This is the time to be completely focused on the job at hand.</p>
<p>By the way my bird is named,"JOY" and what a joy she is!</p>
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