Test pilot or Not

[videobobk]

I did my own, and it was one of the greatest joys of my life. It was very anti-climactic, just like it should be. I did three hours in 7 w/CS, somewhat different from my 9A FP. But I figured if I could handle the tailwheel well, the A was going to be easier. It was. The only thing I didn't handle as well as I should have is landing distance. I planned on landing long, but landed probably 500 feet further down the runway than planned. I still had 3000' to stop, so no big deal.

For about six months I also stayed away from the Tomahawk I kept current in (flew a Cub during that time) just for the experience of getting into something unfamiliar. That was good practice. Had that not gone as well as it did, I would have had someone else do the 1st flight, and I would have regretted it.

Bob Kelly

[rv6ejguy]

Did my own. Got about 60 hours on a Grumman Tiger starting a few months before flying my 6A as these have similar qualities. Flew the Tiger the day before my 6A hop to be as fresh as possible.

I knew the RV would fly but the Subaru engine, turbo system, engine mount, fuel system and IVO prop were very experimental. I did not feel comfortable asking someone more experienced deal with the way different systems on my airplane.

Dan is right, there is no other feeling like the first flight in the plane you built and I'll double the satisfaction and pucker factor when you design the engine installation and assemble, weld and fabricate all those other pieces firewall forward.

BTW I did the nicest landing I have ever done in my 6A that flight. I kept asking myself when the thing was going to touch down. It was already down! It was that smooth. My landings have rarely been that smooth since.

Be current, be unrushed, don't fly until everything on the plane is 100% and the conditions are ideal.

[David-aviator]

I'll risk 2 cents worth on this subject.

1. Use the services of a flight advisor
2. Be very proficient flying some kind of airplane
3. Get an RV check out
4. Create or borrow a check list and use it (forever)
5. Have a plan and stick with it

Bottom line, if a flight advisor is used, the risk is minimal. But stuff can and does happen on first flights. Have a plan that includes a contingency for an engine failure - just like every pilot does for every flight .

Do not do the first flight if you feel extremely nervous about it. There's absolutely nothing wrong with recognizing and staying within one's personal limits. That's how smart pilots stay alive. The personal reward of doing it yourself is almost beyond words, but it isn't worth a mental breakdown over possibly becoming an NTSB statistic.

A well prepared, rested, reasonably relaxed pilot can handle just about anything. The odds are very good nothing will happen and it will be a personally exciting peace of cake.

[jsharkey]

I would like to make the first flight in the plane that I built but plan on building my tail dragger experience in a local Cub or Champ and then taking as many hours of transition training in an RV6 or 7 as needed. Without being too crass it seems to me that using a test pilot would be a bit like taking a stand-in on honeymoon - however safety first!

On a related subject the field (1B8) where I will finish assembly is 2,200' long. I know of one other RV6 that was built and flown there several years ago very successfully. Does anyone have advice on test flying from a shortish grass strip?

[Rick6a]

There is a line from the motion picture "Tin Cup" in which our hero says "You define the moment or the moment defines you."
When the time came, I chose to decline the services of a test pilot. I knew there was no way I was ever going to let the airplane I handbuilt over 4-1/2 years go aloft on its maiden flight while I watched from the ground. I fully recognize such a decision is a uniquely personal one and can be fraught with as many emotional elements as is rational and deliberate thought.

My airport (M71) located outside St. Louis is not the easiest place to fly into. Check its stats at Airnav for a good laugh. Hilly, it sports 3 windsocks and all can be pointing in a different direction at any given time. Its runway has a serious grade......30 feet of elevation difference from one end of its narrow 3200' to the other. A hangar juts out uncomfortably close to the runway margin. Though proficient and current for many years, 95% of my experience was logged in my C-150. As long as the winds are reasonable, we local pilots routinely take off downhill and land uphill.

In Spring of '05 I drove down to near Dallas and received 4 hours of RV transition training one hot Saturday afternoon....and met our host Doug Reeves at a local RV gathering during the day long process. A few days later back at home, I picked an early morning time when there were no witnesses around. I didn't want the added drama and pressure of people hanging around potentially offering up distracting freewheeling conversation, personal expectations, and cameras at the ready.

All alone and with nothing left to do but advance the throttle, I did so with a combination of fear, fascination, and fatalism. Unlike the long lumbering rollout of my C-150, the RV seemed to almost jump into the air. I circled the field for one full hour, its throttle wide open to help break in the brand new engine. It was at times an almost spiritual experience. When time to land, I forced myself to shout out loud, "IF YOU HAVE TO GO AROUND, GO AROUND!" I did so because in all honesty, up to that time I never experienced a go around because of a botched approach. Well, the fact is that time I did have to go around, so unused to the speeds I was. Still, I settled down and the second approach worked out much better. As I taxied back to the hangar, I was simply ecstatic....and could only share that famous RV grin with myself. That was okay. Later that day, I shared my thoughts right here. Truly, one of life's defining moments. That one flight evoked a flood of exhilarating emotion rivaling that of first solo and I'll never forget it. Priceless.

[robertahegy]

I test flew both the planes I built, a SeaRey and my 7A. Like advocated, make sure you are competent, comfortable and received adequate transition training. It is the Crowning Jewel of building your airplane and it can be the proudest moment. Just make sure you know you are ready. Put it off if you must. Most accidents happen because of poor preparation.

Roberta

[airtime]

I didn't do the first flight. I went back and forth on it for a long time prior to the glorious first flight day. My advisor (and repeat RV builder) had offered. I felt that I could handle the flight if everything went as expected. It was the unexpected I wasn't sure about. I had only 7 hours of RV time and wasn't sure how quickly I would recognize any quirks. With age has come the wisdom of better judgement that has prevented many of the broken bones of my youth.

I was probably more nervous watching than flying. I had a good friend flying a plane I built in the garage wearing a parachute I had packed.

There was nothing unexpected on the first flight and 500 hours later still nothing unexpected.

I made a decision based on my best judgement at the time so ... no regrets.

Besides, it gave a friend the opportunity to demonstrate how much he trusted me ... priceless.

Rob Herndon - Nampa, ID

[rv6ejguy]

Originally Posted by jsharkey

Does anyone have advice on test flying from a shortish grass strip?

Don't. Using runways surrounded by trees and terrain gives you few options if something goes wrong as does a short strip. I can think of three instances where this ended in tears and one of these was fatal (very experienced former military pilot).

Test fly from the best field you can find close to home base. Might be a bit inconvenient but better than sweeping pieces up.

You''ll have plenty of other things to be concerned about on the first flights. Runway length should not be added to the list IMO.

[Ironflight]

Most all of the posts above are excellent! AS a Flight Adviser, and having spent most of my career in the experimental aerospace test flying world, the best advice I can give is to talk about it one-on-one with a qualified adviser and have them help you do a good self-evaluation. The bottom line will come when you take the time for a reality check, and then ask yourself how nervous you feel.

First flights in an RV are NOT "Experimental Test Flying" like what you imagine when you think of the rocket stuff in the 50's. As long as you built the airplane to plans, built fairly normal systems, and put all the systems together, it's really "production flight test" - we know the RV will fly, and we know how. But you DO have to be totally prepared for emergencies, know how to fly the airplane with distractions, and be able to think rationally when faced with decisions which could cost you your life or a large asset.

As I said - each case is different, and deserves a thorough review with a qualified adviser. I made the Val's first flight, and wouldn't have wanted to give it to anyone else - but I was current and qualified in similar types, so I didn't have to worry about learning to fly it - just had to concentrate on looking for problems.

Paul

[RV7Guy]

I agree with Dan on most of the comments. I'm extremely safety conscious and feel that the prep is more than just a few hours of transition time. I know people that should not have made that first flight. Just because it went okay does validate that it was the best decision.

My biggest objection is the comment is the, "I built it so I deserve to fly it first." There were even comments that, "I'm going to fly it if it kills me." This type of attitude is just what gives ANY phase of aviation a bad name and it is amplified with the Experimental tag. One of the first things that the investigators are going to look at is the qualifications of the pilot in any accident. (I've been to the USC accident investigation course.)

There are just to many things that can go wrong on that 1st flight. Unless the potential pilot is 100% competent in the RV in question and confirmed by someone else, they should not be doing this flight. In many cases, (probably most), the builder has not been actively flying during the building process. A few hours is not enough for this emotionally charged event.

An experienced RV pilot is familiar with what a RV feels like, sounds like and how it will react in critical situation and should be making the test flight.

Despite having nearly 4000 hours of time, recent transition training and roughly 25 hours in a RV, I wanted someone with hundreds of hours of RV time to check everything out. I'm glad I did because the engine monitor failed 10 minutes into the flight. My test pilot was Robbie Attaway, with lots of RV time. He knew what the plane was supposed to feel like and the sound of the engine etc. The repair was simple and he flew it again for an hour or so. I was flying chase as a passenger in another RV. I can tell you the sight of my plane flying was extremely exciting and I was very happy with this decision. After all that building, the last thing you want is to have a rolled up airplane on the first flight.

After Robbie deteremined everything was fine, I got in and did MY first flight. I can tell you for me, THAT was the first flight on the plane.

This is much more than emotional decision. It should be a reality check and close look in the mirror to see if you are ready.

Trust me, if you have someone else fly it first, YOUR first flight will be a lot less stressful. When you take it over, it will feel like the first flight.

Yes you built it and deserve to make that first flight, but are you qualified and ready? Think of your family if have any doubts.