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Newbie Question, really: That first flight
A question I've always wanted to ask homebuilders is based on how I can see
one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... -- -- =----- Good Flights! Cecil PP-ASEL-IA Student - CP-ASEL Check out my personal flying adventures from my first flight to the checkride AND the continuing adventures beyond! Complete with pictures and text at: www.bayareapilot.com "I fly because it releases my mind from the tyranny of petty things." - Antoine de Saint-Exupery - "We who fly, do so for the love of flying. We are alive in the air with this miracle that lies in our hands and beneath our feet" - Cecil Day Lewis - |
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On Thu, 16 Sep 2004 16:48:24 GMT, "Cecil Chapman"
wrote: A question I've always wanted to ask homebuilders is based on how I can see one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... The answer is really quite simple, you don't. Really, if you think you are going to be all a-quiver with emotions and questions while attempting to pilot the airplane during the momentous first flight, maybe you should hire someone who doesn't have so much emotion and time invested in the airplane. You should be aware, if you aren't already, that the first flight is deadly, statistically speaking. It's the single most deadly flight you'll ever take. There are many reasons for this: The pilot may not have current skills (because he's been building and not flying), the pilot may be low time, the pilot may not have any flight training in type, the airplane may have a performance greater than the pilot is used to, the engine may not have run for a long time, the engine installation may include non aviation type fasteners and tubing, the engine installation may be a non certified type, the engine may not have been tested at full power for a time equal to takeoff and climb, the airplane may not have been built to plans, the airplane may not have an improper center of gravity. Or the situation may include ALL of the above. If your situation includes one or two of the above, or more, you might ask youself what it is you are trying to prove by being the one to take that first flight. Corky (as you can see I've thought about this a lot) Scott |
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On Thu, 16 Sep 2004 14:45:56 -0400, Corky Scott
wrote: the airplane may not have an improper center of gravity. Sorry, this of course was supposed to read: The airplane my have an improper center of gravity. Corky Scott |
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"Cecil Chapman" wrote in
. com: A question I've always wanted to ask homebuilders is based on how I can see one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... Sounds like a wedding night. G Seriously, remember that you don't just "take to the sky" the minute the last rivet is set. By the time you have the thing built a lot of pieces have been assembled and disassembled and reassembled, and you are probably (certainly should be) VERY familiar with pretty much every piece of that plane. There are test runs of the engine. Even taxi tests. Leak checks are performed. And everything SHOULD be rechecked for proper torque. Rules vary from country to country (some require stage checks), but in the US there is a final exam that must be passed. An examiner goes over the plane (hopefully with a fine tooth comb) for anything that does not look save and conform to safety standards. Only then do you get a certificate to go flying. The first flight itself is interesting. There are books and tapes (and not all agree) on how to do it. Test hops (just a couple of feet in the air) can be made. But usually once you do commit to flight, you go fly. The plane is climbed to a safe altitude (about as high as practical) and a series of test maneuvers is made to verify things like stall speed and wing drop -- things you probably need to know before trying to land. G Yes, mistakes do happen, but considering the number of safe "first flights" taken by experimental aircraft every year, aircraft built often by first-time builders, the success rate is IMHO amazing. jmk |
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Well I wonder if someone has to question there own ability as a mechanic
should even attempt to build something that their life will depend on being right. I think it is always a great idea to have some "inspectors" that know aircraft very well to check your work from time to time. Sometimes we ALL can miss something. But you really need self confidence in your work ability to even start. "James M. Knox" wrote in message 2... "Cecil Chapman" wrote in . com: A question I've always wanted to ask homebuilders is based on how I can see one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... Sounds like a wedding night. G Seriously, remember that you don't just "take to the sky" the minute the last rivet is set. By the time you have the thing built a lot of pieces have been assembled and disassembled and reassembled, and you are probably (certainly should be) VERY familiar with pretty much every piece of that plane. There are test runs of the engine. Even taxi tests. Leak checks are performed. And everything SHOULD be rechecked for proper torque. Rules vary from country to country (some require stage checks), but in the US there is a final exam that must be passed. An examiner goes over the plane (hopefully with a fine tooth comb) for anything that does not look save and conform to safety standards. Only then do you get a certificate to go flying. The first flight itself is interesting. There are books and tapes (and not all agree) on how to do it. Test hops (just a couple of feet in the air) can be made. But usually once you do commit to flight, you go fly. The plane is climbed to a safe altitude (about as high as practical) and a series of test maneuvers is made to verify things like stall speed and wing drop -- things you probably need to know before trying to land. G Yes, mistakes do happen, but considering the number of safe "first flights" taken by experimental aircraft every year, aircraft built often by first-time builders, the success rate is IMHO amazing. jmk |
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"Del Rawlins" wrote in message
... Why then, must the aircraft be placarded with a passenger warning that states that it does NOT conform to federal safety standards? Yeah, I'm playing devil's advocate to an extent, but it was my understanding that if you are bound and determined to ignore standard practices, that they still have to give you an experimental amateur built C of A if you meet the requirements for it (paperwork, markings, 51%, etc). They may cripple you with lousy operating limitations, but they have to give you the certicate of airworthiness. Comments? Have to go along with you 100% on that one, Del. The inspector that checked out my Emeraude couldn't find his ass with both hands. The *only* things he was interested in - or knew how to check were those that you mentioned. As far as airplane expertise? He failed to notice (for example) that none of my control cable turnbuckles were safetied. I knew that I was going to disassemble and reassemble it again before going flying - but he didn't. He did even ask. All he wanted to see were the numbers for his record. Rich "You get what you pay for - excluding your taxes" S. |
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On Thu, 16 Sep 2004 14:39:22 -0500, "James M. Knox"
Rules vary from country to country (some require stage checks), but in the US there is a final exam that must be passed. An examiner goes over the plane (hopefully with a fine tooth comb) for anything that does not look save and conform to safety standards. Only then do you get a certificate to go flying. Why then, must the aircraft be placarded with a passenger warning that states that it does NOT conform to federal safety standards? Yeah, I'm playing devil's advocate to an extent, but it was my understanding that if you are bound and determined to ignore standard practices, that they still have to give you an experimental amateur built C of A if you meet the requirements for it (paperwork, markings, 51%, etc). They may cripple you with lousy operating limitations, but they have to give you the certicate of airworthiness. Comments? ================================================== == Del Rawlins-- Unofficial Bearhawk FAQ website: http://www.rawlinsbrothers.org/bhfaq/ Remove _kills_spammers_ to reply |
#8
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Yep!
That's another reason to have a good group of aircraft related friends, though not the rule or necessary by the FAA's standards always having those extra eyes from others can help alot. As for the inspector ..so true! I know alot of aeronautical engineers that only know how to read something out of a book too! HAHAHA All goes bad to what I was saying, you have to have confidence in your own ability. Hopefully have those "extra eyes"....and if it feels good ...let's fly! "Rich S." wrote in message ... "Del Rawlins" wrote in message ... Why then, must the aircraft be placarded with a passenger warning that states that it does NOT conform to federal safety standards? Yeah, I'm playing devil's advocate to an extent, but it was my understanding that if you are bound and determined to ignore standard practices, that they still have to give you an experimental amateur built C of A if you meet the requirements for it (paperwork, markings, 51%, etc). They may cripple you with lousy operating limitations, but they have to give you the certicate of airworthiness. Comments? Have to go along with you 100% on that one, Del. The inspector that checked out my Emeraude couldn't find his ass with both hands. The *only* things he was interested in - or knew how to check were those that you mentioned. As far as airplane expertise? He failed to notice (for example) that none of my control cable turnbuckles were safetied. I knew that I was going to disassemble and reassemble it again before going flying - but he didn't. He did even ask. All he wanted to see were the numbers for his record. Rich "You get what you pay for - excluding your taxes" S. |
#9
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Cecil Chapman wrote:
A question I've always wanted to ask homebuilders is based on how I can see one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... -- -- =----- Good Flights! Cecil PP-ASEL-IA Student - CP-ASEL Reduce the number of unknowns to a bare minimum. First on the list is a valid weight and balance. It's arguably THE most important question of the lot, and is too often glossed over with a guess. After that, it's mostly, "Is the engine going to run?" Will it run at a high pitch angle (as when climbing) Are the controls hooked up correctly - for certain? And, if you are going to fly it yourself, get some current time in a similar type of aircraft. |
#10
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A question I've always wanted to ask homebuilders is based on how I can see one could go through the process of building through lots of hard work and dedication - but how do you get yourself to do that first flight? I would think a thousand questions would fill one's mind (ex: did I tighten or overtighten that blank, are the rivets going to hold,,,, etc.). How does one safely test an 'unknown'..... just curious..... -- -- =----- Good Flights! Cecil PP-ASEL-IA Student - CP-ASEL A wise builder will have check, re-checked, and checked it all again but will then hire a professional test pilot for the first flight. The logical reasons for doing this are many. The professional test pilot is going to be very logical and methodical in the flight test program. They will be less excited, more tuned into how the aircraft flies, more qualified to handle the unexpected, and last but not least they will be less likely to sacrifice their life trying to save the plane. After that first flight, you have a plan that allows you, the pilot, to become accustomed to the aircraft as you methodically expand the flight envelope and test the aircraft. The flight test plan should be written and plan each flight and what the flight should test and what results should be expected. Those first 25-40 hours are not pleasure flights, they are work and should be planned as such. Enjoy the flight but understand their purpose. Bob Reed www.kisbuild.r-a-reed-assoc.com (KIS Builders Site) KIS Cruiser in progress...Slow but steady progress.... "Ladies and Gentlemen, take my advice, pull down your pants and Slide on the Ice!" (M.A.S.H. Sidney Freedman) |
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