Bill's RV-7 Project

All systems go. I had my old Navy flight suit and steel-toed boots on, along with Nomex gloves and a helmet Bruce lent me. The flight suit was a little snug I'm sorry to say. We did a positive control-check where Bruce held in turn held the elevator, rudder and aileron while I tried to move the stick and rudder in each direction. It's something you do in gliders.

I had a first flight checklist on my kneeboard. I ended up not using it much, but I liked having it there in case I needed to look something up.

I glanced down at the airspeed indicator and it was already moving past 100 mph so I pulled the stick a little to climb out at that airspeed.

In no time I was at 1400 feet. I stayed in the vicinity of the airport and just flew around, getting the feel of the airplane, and watching my engine instruments. The left wing was definately heavy. I had 15+ gallons in the left tank and only 5 in the right, plus I was sitting on the left side, so that made sense. Plus everyone says to expect a heavy wing at first. The manifold pressure sensor was obviously not working. But everything else was working beautifully. The plane flew like an RV, incredibly responsive. I kept the power at about 75% to help break in the engine.

Over five years in the making, N18LC is airborne.

Mike Regen let me fly his RV-7A a couple of weeks ago as a tune-up flight and I really can't thank him enough. It made all the difference. I felt proficient and comfortable in my RV at all times, instead of a nerve-wracking experience.

April 9, 2009 - Airborne!
Earlier in the week, the forecast for Thursday wasn't promising. I was thinking of finishing putting the airplane back together on Friday and doing the first flight on the weekend sometime. But I checked the forecast Thursday morning and it called for sunny, warm and light winds all day. The office let me take most of the day and I headed for the airport. I worked hard the next five hours, installing hundreds of screws. For the record, I installed the left wing bottom inspection plates and left wingtip. Then I went into the cockpit and screwed down the floors, aft bulkhead, side panels, flap motor housing covers. I was on my knees in the cramped cockpit most of the time -- it wasn't a lot of fun. My fully-charged Ryobi 4V electric screwdriver was a big, big help. It had been years since I last touched some of this stuff. Next I installed the seat backs and cushions. I finished by installing the wing fairings, and that was that. It was such a nice day, there were a number of regulars at the airport, doing some flying and working on things. A little Kitfox flew in from somewhere. I was working on the fairings when I noticed a huge column of black smoke to the west over by the river. No airplanes were flying at the time or I would have thought someone had gone down. The smoke disappated in a few minutes, and a few minutes after that firetrucks and showed up and a news helicopter arrived overhead. Turns out the County was burning dead trees, bushes and debris and hadn't informed the fire department or something like that. The funny thing was the firetrucks were still in the vicinity when I took off -- so if I had any trouble, help was at hand! Not that I felt like I needed it. Bruce and I pushed the RV outside. Weather couldn't be much better: light winds right down the runway.

All systems go. I had my old Navy flight suit and steel-toed boots on, along with Nomex gloves and a helmet Bruce lent me. The flight suit was a little snug I'm sorry to say. We did a positive control-check where Bruce held in turn held the elevator, rudder and aileron while I tried to move the stick and rudder in each direction. It's something you do in gliders.

This was the first time I had the Hooker Harnesses on so it took me a few minutes to adjust the straps.

I had a first flight checklist on my kneeboard. I ended up not using it much, but I liked having it there in case I needed to look something up.

Ready for engine start. She started right up; the engine likes it when it's warm.

Clear!

I did a radio check with Bruce. I'm really pleased with how my SL-60 Comm/GPS and Intercom works. I could hear Bruce perfectly. Max was flying overhead in a 172 and he chimed in too. I taxiied out. Everything looked perfect ont the run-up. Bruce said the engine sounded good. I adjusted the GPS (Garmin 496) so that both airspeed in mph and altitude were displayed. I wanted to have something to compare the Dynon airspeed/altitude to. I made sure the transponder was at 1200 and in the ALT mode. I move into position on the runway. It's hard to describe how you feel at this point. Am I really going to go flying in this plane? Is it ready? Have I forgotten something? But on the other hand, I've spent countless hours thinking about this moment. I've reviewed every possibility I could think of. I've combed the plane over and over again. I know every inch. Other people -- people who have restored planes, built RVs, A&Ps: threal airplane pros -- have combed over it. Two DAR inspectors examined it closely. All pre-flight checks were perfect. 6000+ RVs have flown. The airframe is solid -- my new engine is made by the best in the business. I know how to fly an RV -- I flew one just two weeks ago. All these thoughts go through my mind in a split-second. I just clear my mind and decide to go fly. I do a quick scan: Mag and EI on, flaps up, fuel pump on, fuel selector on the left tank (which has 15+ gallons), prop full, mixture rich. I announce on the radio: Essex Traffic, Experimental one eight Lima Charlie, taking off, runway one six, Essex. I relax pressure on the stick, release the brakes, gradually apply power. Things happened very fast then. About the time I reached full power, the tail came up on it's own. (This is normal for those of you who are not taildragger pilots) The plane wanted to go to the left so I gave it some right rudder. About the time I was thinking about pulling back on the stick to take off, the RV just took off on her own. This was before I had even reached the FBO building. I rolled a little to the left and right just to make sure I had control -- the plane respnded instantly.

I glanced down at the airspeed indicator and it was already moving past 100 mph so I pulled the stick a little to climb out at that airspeed. In no time I was at 1400 feet. I stayed in the vicinity of the airport and just flew around, getting the feel of the airplane, and watching my engine instruments. The left wing was definately heavy. I had 15+ gallons in the left tank and only 5 in the right, plus I was sitting on the left side, so that made sense. Plus everyone says to expect a heavy wing at first. The manifold pressure sensor was obviously not working. But everything else was working beautifully. The plane flew like an RV, incredibly responsive. I kept the power at about 75% to help break in the engine. Over five years in the making, N18LC is airborne.

After about 20 minutes, my oil temperature inched up to 220, which was the lower end of the yellow zone, so I figured it was a good time to land. In the pattern, opposite the runway threshold, I reduced power and put in 20 degree flaps. I lowered speed to 80 mph. On base I put in full flaps. I was surprised at how easy the approach was. Maybe having a little steady headwind helped. Just before reaching the runway I pulled power all the way back. Over the runway, I flared, lifted the nose into the landing position and just floated down the runway, patiently waiting for her to touch down, which she did shortly. One of my best landings ever, in any plane!

Mike Regen let me fly his RV-7A a couple of weeks ago as a tune-up flight and I really can't thank him enough. It made all the difference. I felt proficient and comfortable in my RV at all times, instead of a nerve-wracking experience.

She rrolled straight down the runway. I only had to use a little rudder. I didn't touch the brakes at all.

I made a relaxing roll to the end of the runway where I turned around and then taxiied back. Bruce was waiting at the intersection for a photo-op. Even though I never had any doubts about the plane, I was still happy and relieved to be on the ground and have the first flight behind me!

And here it is, the famous RV GRIN!

I called Lynnette at home who was very happy and relieved to hear that I was safe on deck. Bruce and I put the plane in the barn, and went to Pizza John's for some celebratory pizza and beer. A most satisfying day.
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April 9, 2009 - Airborne!