HatzClassic s/n 37 First Flight Summary EAA FTM Card 2
Posted: Sat Aug 24, 2019 11:04 am
I purchased the EAA "Flight Test Manual" as a guide to my Phase 1 flight testing. If not familiar, there is a manual and a set of test cards outlining a series of task to perform on each flight. The program has a generic format that allows use for several different aircraft. For my Hatz, a lot is 'N/A' e.g. retractable landing gear and flaps. But for my money it's better than taking off and just flyin' around as it helps to reveal issues one might not consider.
So my first flight was performed using "EAA FTM Test Card 2 - First Flight Risk Designation: High". Card 0 is a fuel flow test and Card 1 is engine run and taxi tests. I have an overhauled Lycoming O-320-E2D power plant and Sensenich 74" x 54" wooden propeller. The engine has channel chromed cylinders, Slick magnetos. SkyTec starter and one STC, the Ney Nozzle which sprays oil directly on the the camshaft via several jets installed in the oil galleys. As an overhauled engine with channel chrome cylinders I followed the Mattituck protocol for breaking them in. For the first flight engine RPMs were kept at 65% for the majority of flight. Climb angles kept low and an eagles eye on CHT.
My Phase 1 test field is Boonville Airpark (1NK7) which has a 2800' x 100' NW/SE grass runway in excellent condition. Sky clear little to no wind. I have been restricted to 10 miles for the first 10 hours of flight and 30 miles for the remaining 30 hours according to my Airworthiness Certificate because my propeller is experimental. The test flight card has several items to accomplish but I was most focused on the engine parameters and checking and recording temperatures a regular intervals. Initial CHT in the climb was 390 by the end of the 1.3 hour flight it was at 290. Still high but on its way down. Oil temperature started out at 210 and decreased to 185 by end. Oil pressure remained a fairly constant 68 to 72. Vacuum was above red line. So adjusting the regulator went on my to do list.
Preparation for first flight was in a Piper J3 Cub with an accelerated amount of Cub time just prior to flight #1. That said I was somewhat surprised at the amount of additional torque when bringing up the power there was a definite left turning tendency requiring much more right rudder than the cub. With a glance at the tachometer the engine was turning over red line. Well it got airborne pretty quickly and climb out went fine. For the stability testing I adjusted power to 65% and trimmed for level flight a 4500 msl. I let go of the controls and relaxed on the rudder pedals to witness a left wing heavy condition and the ball indicating a skid. So workload was increased during the remainder of the flight. I made notes to check rudder and aileron rigging. Most of the flight was straight and level with a duration of over an hour to allow the engine to continue the break in process. Towards the end of the hour I did a brief session of level slower flight at 63 MPH. I wanted to see what speed the stall would break. In level flight I reduced power gradually losing speed in 5 MPH increments. I felt no buffet and the nose dropped wings level at 30 MPH. Following that I did three simulated approaches to landing. Then back to the field for my first landing in a biplane with me at the controls. I set up on downwind at 70 MPH planning on slowing to 60 MPH on short final. I was high so I entered a slip starting at 60 mph until on short final seeing I was still high I relaxed on the stick (mistake). This allowed airspeed to increase and during the flare I floated. I could feel the plane settling and applied some back stick and ballooned a bit again relaxed the stick then added more stick now that the Hatz was ready to stop flying. Almost a three point with a bounce and I was down.
After taxiing back to the hangar I made a list of things I need to address before flight #2.
The most exciting event (think adrenaline): For the first simulated approach to a landing I reduced power to establish a glide and when I pulled the carburetor heat on I actually pulled the mixture. Nothing like the sound of a failing engine at altitude. Quick reflexes advanced the mixture and the engine came right back to life.
Aside from all the tasks on the test card the flight was spectacular. Such a great feeling looking over the side at the surrounds. Feeling the quick response to control inputs. I look forward to completion of the test flying and 'tweaking' so I can share the thrill and joy of flying open air in a biplane.
So my first flight was performed using "EAA FTM Test Card 2 - First Flight Risk Designation: High". Card 0 is a fuel flow test and Card 1 is engine run and taxi tests. I have an overhauled Lycoming O-320-E2D power plant and Sensenich 74" x 54" wooden propeller. The engine has channel chromed cylinders, Slick magnetos. SkyTec starter and one STC, the Ney Nozzle which sprays oil directly on the the camshaft via several jets installed in the oil galleys. As an overhauled engine with channel chrome cylinders I followed the Mattituck protocol for breaking them in. For the first flight engine RPMs were kept at 65% for the majority of flight. Climb angles kept low and an eagles eye on CHT.
My Phase 1 test field is Boonville Airpark (1NK7) which has a 2800' x 100' NW/SE grass runway in excellent condition. Sky clear little to no wind. I have been restricted to 10 miles for the first 10 hours of flight and 30 miles for the remaining 30 hours according to my Airworthiness Certificate because my propeller is experimental. The test flight card has several items to accomplish but I was most focused on the engine parameters and checking and recording temperatures a regular intervals. Initial CHT in the climb was 390 by the end of the 1.3 hour flight it was at 290. Still high but on its way down. Oil temperature started out at 210 and decreased to 185 by end. Oil pressure remained a fairly constant 68 to 72. Vacuum was above red line. So adjusting the regulator went on my to do list.
Preparation for first flight was in a Piper J3 Cub with an accelerated amount of Cub time just prior to flight #1. That said I was somewhat surprised at the amount of additional torque when bringing up the power there was a definite left turning tendency requiring much more right rudder than the cub. With a glance at the tachometer the engine was turning over red line. Well it got airborne pretty quickly and climb out went fine. For the stability testing I adjusted power to 65% and trimmed for level flight a 4500 msl. I let go of the controls and relaxed on the rudder pedals to witness a left wing heavy condition and the ball indicating a skid. So workload was increased during the remainder of the flight. I made notes to check rudder and aileron rigging. Most of the flight was straight and level with a duration of over an hour to allow the engine to continue the break in process. Towards the end of the hour I did a brief session of level slower flight at 63 MPH. I wanted to see what speed the stall would break. In level flight I reduced power gradually losing speed in 5 MPH increments. I felt no buffet and the nose dropped wings level at 30 MPH. Following that I did three simulated approaches to landing. Then back to the field for my first landing in a biplane with me at the controls. I set up on downwind at 70 MPH planning on slowing to 60 MPH on short final. I was high so I entered a slip starting at 60 mph until on short final seeing I was still high I relaxed on the stick (mistake). This allowed airspeed to increase and during the flare I floated. I could feel the plane settling and applied some back stick and ballooned a bit again relaxed the stick then added more stick now that the Hatz was ready to stop flying. Almost a three point with a bounce and I was down.
After taxiing back to the hangar I made a list of things I need to address before flight #2.
The most exciting event (think adrenaline): For the first simulated approach to a landing I reduced power to establish a glide and when I pulled the carburetor heat on I actually pulled the mixture. Nothing like the sound of a failing engine at altitude. Quick reflexes advanced the mixture and the engine came right back to life.
Aside from all the tasks on the test card the flight was spectacular. Such a great feeling looking over the side at the surrounds. Feeling the quick response to control inputs. I look forward to completion of the test flying and 'tweaking' so I can share the thrill and joy of flying open air in a biplane.
