First Flight, Test Dummy

[apkp777]

Okay, I am starting to think about my first flight. I have a fellow CFI that has more than 1000 hours tail wheel, 10k total time and about 20 hours in an RV that would be willing to take the maiden flight. Myself, I have minimal tail wheel (<10 hrs) time but over 1000 total. (CSEL, CMEL, CFI Inst.) My ego says "I'll be the first one to fly MY plane!". My intellect says, "Hey, cheep insurance to have Kurt do the first one or two flights".

I could drop $1000 and get myself another 15-20 hours in a tail wheel, another $1000 for some transition training. Or let someone already qualified do the first few (and potentially most dangerous) hours. I have no doubt that I can fly the plane, just with a new engine that will have only minutes on the tach at the first flight, I am thinking I want a more qualified pilot at the controls.

What do you think, is it absurd to give up the maiden flight? Be honest, what would you do?

[Michael White]

"Hello, Kurt? I need a favor..."

Ego can be expensive, and in the long run what difference does it really make who gets the first flight? It's still YOUR airplane.

My $.02

[schristo@mac.com]

passing on first flight is a bit like droit de seigneur!

i would forever regret passing on the first flight... although my risk may be higher, it will be mine and i will manage it to acceptable levels.

[TSwezey]

Let him take it! It takes a ton of stress off you. I watched mine do the first flight from another plane!

[mdevans9]

Tony,

You have exhibited good judgement by asking the question. I would get transition training from one of the very experienced CFI's that are available, and then ask yourself the question again.

Best regards,

[apkp777]

Originally Posted by schristo@mac.com

passing on first flight is a bit like droit de seigneur!

i would forever regret passing on the first flight... although my risk may be higher, it will be mine and i will manage it to acceptable levels.

Okay, I had to look up droit de seigneur, (the only french I know is Viva Le Tour!) yeah, that's what I am struggling with. My Virgin (N524AP) in the hands of another. Nah, sounds pagan to me. It's a machine without a soul. For me I am struggling with "risk", managed "to acceptable levels".

My thinking is, if I had an engine failure (not unheard of in the first few hours) my emotional attachment might blur my decision making ability.

[apkp777]

Originally Posted by mdevans9

Tony,

You have exhibited good judgement by asking the question. I would get transition training from one of the very experienced CFI's that are available, and then ask yourself the question again.

Best regards,

Yes, transition training is a great idea. And the same fellow willing to do my first fly can do that in a borrowed RV-7, however,but it's not the flying that I am concerned about. I really think that I would have little difficulty flying the plane. It's the idea if there was an engine failure in the first few moments of flight, would 3-5 hours of transition training prepare me for clear thinking in a crisis, when I have so much blood, sweat and tears (not to mention lots of $$) tied up in the machine.

I should add that I experienced an engine failure on take off in a Cherokee I owned. I know how it feels to have your mind wrestle with the thought "this is the day I die".

[schristo@mac.com]

i share your thoughts tony... the first flight is generally limited to a quick shake down followed by a thorough inspection... i would expect the greatest engine failure risk to occur after vibrations have a chance to work their magic on something critical. can you catch this with a short static run? will a problem surface in the first hour of flight? is it more likely to occur after 5 hours, 10, or 50? (a recent 10 in ifr conditions) from documented mechanical failures over time they do tend to occur most frequently at the beginning and end of the life of the engine in a U curve over time.

how long do you differ flight to someone else? although the risk of engine failure diminishes over time it remains highest for more than the first flight.

[Mel]

That's why we have flight advisors. Your flight advisor will help you evaluate whether or not you should do the first flight. MOST of the time, it is highly recommended that you let a more qualified individual perform that all important flight. A more experienced pilot will have the expertise to concentrate on an unexpected problem and flying the airplane will be second nature.
Look at it this way, if you let Kurt make the first flight, you will have two first flights. One for the airplane and one for you.

[apkp777]

Originally Posted by schristo@mac.com

i share your thoughts tony... the first flight is generally limited to a quick shake down followed by a thorough inspection... i would expect the greatest engine failure risk to occur after vibrations have a chance to work their magic on something critical. can you catch this with a short static run? will a problem surface in the first hour of flight? is it more likely to occur after 5 hours, 10, or 50? (a recent 10 in ifr conditions) from documented mechanical failures over time they do tend to occur most frequently at the beginning and end of the life of the engine in a U curve over time.

how long do you differ flight to someone else? although the risk of engine failure diminishes over time it remains highest for more than the first flight.

Most break in philosophies for a new engine is to do a very brief run for leak check, then short taxi, quick run-up, full power for 20-30 seconds then an endurance run (in flight) of 45-60 minutes. That's why a new airframe and new engine are not always a good match. But that's my configuration.

My situation is a big negative to an ECI kit engine. That is, no test cell run-in. Had that been done, I would definitely be doing my first flight.