Best departure method on first flight?

[Randy]

Offset departure is what I have done in the past, meaning that as soon as the aircraft leaves the runway and starts getting some altitude and building / terrain clearance, I will make a climbing turn to the right, climbing right up into the downwind for the opposite runway.

I figure this is about the best method for compressing the amount of time exposure where getting back to the runway is not much of an option.

In my case I will take off down hill and plan on no or very little wind so setting up early for the opposite runway ASAP has extra advantage ie landing up hill.

Then if things look fairly normal I will plan to make three or four orbits at about 500' above pattern altitude, then land and inspect. I am starting out at 4,500' and don't want to climb any higher than needed to facilitate better manifold pressure and thus engine break in.

I would appreciate any other ideas or even critique of mine

Randall in Sedona

 

[ColoRv]

3 or 4 orbits seems pretty light to me. My virgin flight was 1.2hr, perfect.

 

[drill_and_buck]

Randy,

That is a very prudent approach. I would also recommend that you keep the initial flight short, not more than 20 minutes. The objective should be to validate the reliability of the engine and gently explore the flight characteristics of the airframe. You didn't mention if you have a 0 time engine or if it is already broken in. That should also be taken into consideration.

Land, celebrate, remove the cowl and give it a thorough check.

2nd flight should mirror the first flight and can be a bit longer. Slowly expand the test envelope of alirframe, engine and pilot.

There are some good test cards on VAF that you can use to help bring a structured approach to your test flight program. I'm sure you have heard it. Plan the flight, fly the plan, do nothing more.

Congratulations, you've reached a milestone that many dream of but few achieve.

MD
l

 

[Rupester]

I'll echo most of what Mike offered. That first flight should, in general, demonstrate that the engine and all flight controls are safe for operation. It's wise to get her back on the ground for a good f'wall fwd inspection, especially for fuel and oil leaks.
My first flight was something less than 0.8hrs ...just enough to orbit the airport and try a flap deployment prior to that first landing. After that they were all 1.2 hrs or more, and with flight test cards for specific checkouts.

 

[Randy]

Thanks guys, I appreciate the input. The engine is new but the airframe has about 400 hrs on it. Just need to juggle the desire to stay low for best manifold pressure with going high for more time to respond in event of problems.

Starting out at 4500', the manual says stay under 7000' for engine break in. I figure I will orbit at around 6000'.

Randall

 

[Low Pass]

So you're breaking in the engine? Then after 1 or 2 a very short (1, 2 minute) runs on the ground to assure it makes power and doesn't leak oil or gas, you should fly at least an hour at break in power (ideally enough time to see the oil temp begin a decline indicating break in has started and rings are seating). Takeoff should be Vy and only Vy, unless you are at a field with obstacles. Turn in a direction that facilitates an emergency landing. Orbit as low as you can to assure safe landing and still make break in power.

Done 4 initial flights with 3 having engine break ins. I've glazed the cylinders on one. And I'm telling you, you don't want to do that with short, incomplete break in runs.

 

[pvalovich]

First Flight Priorities

I agree that engine performance is a primary first flight goal. However, don't discount stability and control.

You will have already done engine runups, so have developed some confidence in the engine's reliability. You haven't yet experienced the aircraft's reaction to lack of the ground supporting the wheels.

I'd carefully monitor engine performance until after liftoff, then switch priorities to monitoring first, longitudinal stability after liftoff; then, once satisfied the aircraft is longitudinally stable - and after achieving a "comfortable" altitude, slow aileron inputs to stepped increasing angles of bank to develop confidence in the plane's lateral stability.

Once you're satisfied you have a flyable airplane, press on with your test plan.

Might seem like overkill, but there is the small possibility of disconnected controls and/or mistakes in figuring weight and balance.

 

[AltonD]

3 or 4 orbits seems pretty light to me. My virgin flight was 1.2hr, perfect.

Almost ditto. Lycoming wants 2 hours on the engine for break in, I circled overhead for 2 hours at 25 squared. About 1.2 in to the run, you could see the cylinder head and oil temps start to come down. Pretty good sign the rings had seated.

 

[Mike S]

Are you planning on having a chase pilot to look at the plane in flight?

I had a couple buddies ------both experienced RV guys, flying chase.

I circled the airport while they did an inspection -------- then after the OK, flew on for another half hour or so.

Practiced turns, slow flight, and stalls-------both with and without flaps----all in preparation for landing.

As far as I am concerned you only have ONE job on that first flight-------make a safe landing.

 

[jrs14855]

Test Flight

The OP in post #4 states that this is just a new engine break in. The airframe has 400 hours.
The standard protocol for engine break in is AT LEAST one hour at or above 75% power. The climb speed should be high enough to keep the cyl temp within limits.
Good idea to review the options for 360, 270, 180 and 90 degree approaches depending on position relative to the runway is there is a problem.
At Sedona I would want to be higher than 500' above pattern altitude.

 

[plehrke]

Are you planning on having a chase pilot to look at the plane in flight?

I had a couple buddies ------both experienced RV guys, flying chase.

I circled the airport while they did an inspection -------- then after the OK, flew on for another half hour or so.
.

I have never understood the chase plane advantage for our simple aircraft. I am not sure there is anything they can see happening to the airplane that the pilot does not know before they can even key the mic. Seems to me to be to get photos. Especially in the confined airspace and pattern that my airport has, a chase plane has more opportunity to do harm then good.
Sorry for the thread drift.

 

[flightlogic]

At Sedona, departing downhill on 21.... I would turn right at earliest good position to enter downwind. The terrain off the end is not forgiving.
For noise, and options ... maybe a 7000 foot orbit over the field to see how things go. Other advice here in the replies is prudent as well.

 

[BravoPapaVA]

No stalls on first flight?

I've read a few threads regarding first flights and flight test cards and noticed no mention of stalls during the first flight. I thought the consensus was to do a couple stalls before the first landing to help explore flight control characteristics, although I can see the pros and cons either way.

Just a newb, but looking way ahead to the future.

 

[longranger]

I have never understood the chase plane advantage for our simple aircraft. I am not sure there is anything they can see happening to the airplane that the pilot does not know before they can even key the mic. Seems to me to be to get photos. Especially in the confined airspace and pattern that my airport has, a chase plane has more opportunity to do harm then good.
Sorry for the thread drift.

If oil started streaming down the belly, I'd want to know before I had a low oil pressure indication...

 

[fixnflyguy]

Chase plane/stalls

I had a "chase plane" on my first flight for a couple reasons. None were really a hard requirement. As others mentioned, streams of oil or gas could be seen if it was misting from the plane, escort is available if there was a reason to leave the airport, as I have been involved with an airport closure due to a runway mishap while I was in the pattern. Most importantly..I wanted air-air pictures! I didn't do any stalls because I kept my slow flight to a minimum during engine break in..I validated my airspeeds with chase plane, and slow flight to less than 60 mph, which gave me all the control comfort I needed and well below the final approach speed I would be using. Stalls were performed in my 2nd flight sequence as were high speed/VNE runs.

 

[drill_and_buck]

I've read a few threads and flight test cards and noticed no mention of stalls during the first flight. I thought the consensus was to do a couple stalls before the first landing to help explore flight control characteristics, although I can see the pros and cons either way.

Just a newb, but looking way ahead to the future.

I would recommend staying away from stalls on the first flight. On the first flight you do want to get an understanding of slow flight characteristics but do not want be faced with having to handle adverse stall behaviors (if they should come up). Keep the performance envelope small on the first flight. You can then slowly expand the envelope on subsequent flights. Sure many folks do stalls, rolls, etc. on their first flight and get away with it. It's not a good practice, particularly when flying an unproven design.

 

[Low Pass]

I would recommend staying away from stalls on the first flight. On the first flight you do want to get an understanding of slow flight characteristics but do not want be faced with having to handle adverse stall behaviors (if they should come up). Keep the performance envelope small on the first flight. You can then slowly expand the envelope on subsequent flights. Sure many folks do stalls, rolls, etc. on their first flight and get away with it. It's not a good practice, particularly when flying an unproven design.

Unproven design? I believe we're talking generally standard builds. Sorry, but what's more proven (in the EAB world) than an RV? What will be checked in the air during the first couple of flights is the systems and the fine trim/rigging. All else should be well known. And if the pilot's not up for dealing with the fine adjustments or possible loss of a system on an RV, they need to find a suitably experienced test pilot.

 

[SMO]

Sure many folks do stalls, rolls, etc. on their first flight and get away with it. It's not a good practice......

I wouldn't put stalls and rolls in the same category. I agree that it would not be good practice to perform aerobatics on the first flight (or subsequent flights until the operating envelope has been fully explored) however I believe approaching a stall (till buffet) on the first flight to be a reasonable practice as it confirms airspeed, confirms stall speed, and provides input for indicated approach and landing speeds. After all, your first landing may very well be at stall speed, and I would prefer to know about any peculiar characteristics where I have some altitude for recovery.

 

[RV3bpilot]

1st flight

My engine quit and I glided back to the airport on my first flight! I was happy to be at 5,000 ft. it gave me about 4 minutes before touching the wheels down on the runway. I would climb to 5,000 AGL and stay near to the airport. Make all turns very shallow. At 5000 ft. do a stall so you know what the airspeed is on your ASI as it stalls, write it down. Don't forget to look at your gauges to see if your motor is burning up!
Climb at best climb speed to a safe altitude, stay near to the airport.
By the way I was following all the safety procedures layed out in the FAA experimental handbook AC 90-89A , it is very good to read that first as a guide.

 

[F1R]

Since the airframe is well proven and this is just a new engine install / engine break in.... I am reminded of a friend who would choose a cold windy day.

He would park a pickup with the back end pointing into the wind. Then he would tie the tail wheel with a length of rope to the hitch on the truck and do a full power run up for as about as much time as it would take to reach 1500 AGL.

The number one issue with first flights is power loss due to fuel starvation for a multitude of reasons. If you you have proven it will make full power then the risk is mostly gone.

He only did this with 320's so you might want to verify the TW will handle a 375. I would guess about 700 lbs static thrust would be close.

 

[Randy]

I did exactly the same thing, tied it off and did some full power runs the night before. Tail tie down looks fine!