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pequeajim
Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA
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 Posted: Fri Jun 06, 2008 6:34 am Post subject: Flying your Lightning for the first time |
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Short of a few odds and ends like putting my tail number on and doing a weight and balance, I am FINISHED WITH MY LIGHTNING!!!
(happy days, huh?)
Anyway, I have been spending some time talking with Ryan and Buz about the next steps after the airworthyness inspection, and before I actually strap myself into the seat and take off.
This is the way I am approaching things, your comments are welcome:
- In preparation for flying my aircraft, I tried to find something that I could rent that was close in type, i.e. stick, low wing, nose wheel, etc. it is however, hard to be flying when you are spending time and money building, but I have logged some hours.
- I called Falcon and secured insurance on my Lightning with Ryan included.
- Ryan will be flying the first 5+ hours, and we will work together to make sure everything is working as it should and nothing is going to "fall off".
- Per suggestion, I am looking for something like a Katana to rent and fly, as from what I have heard, it is pretty close to the Lightning in feel. Right now I am flying a Evektor SportStar only because it is the only small low wing with a stick that I can find to rent.
- Establish a defined test plan for multi-phase testing per FAA Advisory Circular 90-89 and contingency plan for emergencies. I have been working off of a graciously supplied example for this.
- I think after I have a few hours in my aircraft, I will be taking it home right away. Lancaster, (KLNS) has two nice long and wide runways and lots of room to fly, so I can practice different types of takeoffs and landings, and my area has a fair number of airports close, so I can "ring er out" and still be within gliding distance of a good place to land. This will help to break in the engine and build time on the aircraft. Doing mostly landings and takeoffs is a little tougher on the engine during the break-in period.
- While I am flying and recording results, use this information to develop an aircraft manual with weight & balance, limitations, performance data, etc…
The cool thing about the MGL Odyssey that I put in the panel is that it can act like a "black box" flight recorder and write this data to a SDRam card while in flight. I can then go back and use this information to learn more about my flight performance and characteristics; neat!
Once I have flown off the hours and am totally comfortable with the aircraft, I can finally take my daughter up for a ride. (She's been bugging me from day one). [quote][b]
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wb2ssj(at)earthlink.net
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| Posted: Fri Jun 06, 2008 12:22 pm Post subject: Flying your Lightning for the first time |
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Jim, lets see a photo of the completed project, Tex
[quote] ---
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pequeajim
Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA
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| Posted: Fri Jun 06, 2008 12:34 pm Post subject: Flying your Lightning for the first time |
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oops, I expect to have one this weekend, will post it on the list...
On 6/6/08, Tex Mantell <wb2ssj(at)earthlink.net (wb2ssj(at)earthlink.net)> wrote: [quote] Jim, lets see a photo of the completed project, Tex
[quote] ---
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dashvii(at)hotmail.com
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| Posted: Fri Jun 06, 2008 2:12 pm Post subject: Flying your Lightning for the first time |
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Jim,
I'll read over your email and think about if I have anything to add later. I am glad to see that you have a plan. Remember, those first few hours you are putting yourself in the test pilot seat whether you are one or not. I don't say that to scare anybody off. In flight testing you move slowly from what is known to what is unknown. Makes sense huh? I would definately spend some time in the Katana. The Lightning is faster, but I was actually pleasently surprised to find such good characteristics in the Lightning. I hold the Diamond company as being a great aircraft company who went from experimentals to normally certified and even jets! Like some of us have said before, pull the power to idle at altitude and practice turn rates like you were turning back to the airport. Vary airspeeds and bank rates. See what works good and gives you a good trade off for quick turn, margin on airspeed, and loss of altitude. Give yourself an artificial ground level at say 3k feet and try to end up with some altitude to spare once you get 180 degrees. Do the same thing for 90 degrees, etc. Remember, if anything did happen it's always better to fly into the ground under control than to fly into anything out of control. One of the guys from Shelbyville that I had met put a Viking down in the top of trees at night. Now he ran out of gas so that was dumb, but he maintained control and put it down in the tops of trees, at night, in the mountains. He walked away (climbed down) without a scratch. I know it's been said a lot, but it is important. Brian W.
| Quote: | Date: Fri, 6 Jun 2008 10:29:51 -0400
From: pequeajim(at)gmail.com
To: lightning-list(at)matronics.com
Subject: Flying your Lightning for the first time
Short of a few odds and ends like putting my tail number on and doing a weight and balance, I am FINISHED WITH MY LIGHTNING!!!
(happy days, huh?)
Anyway, I have been spending some time talking with Ryan and Buz about the next steps after the airworthyness inspection, and before I actually strap myself into the seat and take off.
This is the way I am approaching things, your comments are welcome:
- In preparation for flying my aircraft, I tried to find something that I could rent that was close in type, i.e. stick, low wing, nose wheel, etc. it is however, hard to be flying when you are spending time and money building, but I have logged some hours.
- I called Falcon and secured insurance on my Lightning with Ryan included.
- Ryan will be flying the first 5+ hours, and we will work together to make sure everything is working as it should and nothing is going to "fall off".
- Per suggestion, I am looking for something like a Katana to rent and fly, as from what I have heard, it is pretty close to the Lightning in feel. Right now I am flying a Evektor SportStar only because it is the only small low wing with a stick that I can find to rent.
- Establish a defined test plan for multi-phase testing per FAA Advisory Circular 90-89 and contingency plan for emergencies. I have been working off of a graciously supplied example for this.
- I think after I have a few hours in my aircraft, I will be taking it home right away. Lancaster, (KLNS) has two nice long and wide runways and lots of room to fly, so I can practice different types of takeoffs and landings, and my area has a fair number of airports close, so I can "ring er out" and still be within gliding distance of a good place to land. This will help to break in the engine and build time on the aircraft. Doing mostly landings and takeoffs is a little tougher on the engine during the break-in period.
- While I am flying and recording results, use this information to develop an aircraft manual with weight & balance, limitations, performance data, etc…
The cool thing about the MGL Odyssey that I put in the panel is that it can act like a "black box" flight recorder and write this data to a SDRam card while in flight. I can then go back and use this information to learn more about my flight performance and characteristics; neat!
Once I have flown off the hours and am totally comfortable with the aircraft, I can finally take my daughter up for a ride. (She's been bugging me from day one). | Quote: |
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pequeajim
Joined: 03 Sep 2006
Posts: 708
Location: New Holland, PA
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| Posted: Fri Jun 06, 2008 2:33 pm Post subject: Flying your Lightning for the first time |
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Thanks for the advice Brian. You're right, slow is a good thing sometimes.
On 6/6/08, Brian Whittingham <dashvii(at)hotmail.com> wrote:
[quote]
Jim,
I'll read over your email and think about if I have anything to add
later. I am glad to see that you have a plan. Remember, those first few
hours you are putting yourself in the test pilot seat whether you are one or
not. I don't say that to scare anybody off. In flight testing you move
slowly from what is known to what is unknown. Makes sense huh? I would
definately spend some time in the Katana. The Lightning is faster, but I
was actually pleasently surprised to find such good characteristics in the
Lightning. I hold the Diamond company as being a great aircraft company who
went from experimentals to normally certified and even jets! Like some of
us have said before, pull the power to idle at altitude and practice turn
rates like you were turning back to the airport. Vary airspeeds and bank
rates. See what works good and gives you a good trade off for quick turn,
margin on airspeed, and loss of altitude. Give yourself an artificial
ground level at say 3k feet and try to end up with some altitude to spare
once you get 180 degrees. Do the same thing for 90 degrees, etc. Remember,
if anything did happen it's always better to fly into the ground under
control than to fly into anything out of control. One of the guys from
Shelbyville that I had met put a Viking down in the top of trees at night
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dashvii(at)hotmail.com
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| Posted: Fri Jun 06, 2008 3:25 pm Post subject: Flying your Lightning for the first time |
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Jim and Hugh,
I remember during my Embry-Riddle Aero Univ days that we had a form for solo flights. At the time I thought it was stupid. Here I was an instrument rated multi-engine commercial pilot and I had to have this signed card to fly solo? Anyhow it was basically an assessment where they would look over how many takeoffs and landings that you had done in the past month in type. They would also vary the crosswind component limit based on number of landings and particularly the number of xwind landings. Now that I've had a few years since I've been away I see the logic in this. They couldn't trust us to have enough time under our belts to know to self check ourself. I have done about 17 knot direct crosswind. I haven't flown in about 2 months and actually need a new medical at this point, but I wouldn't fly by myself. I've got 70ish hour or so in Lightnings and when I went back to SYI about a month ago I had hoped to fly one. Weather was bad so I didn't, but I wouldn't have done it alone, I would've had Nick with me b/c even though I was fairly current in flying, I wasn't in type anymore. I can remember days of flying in some pretty rough and gusty crosswinds when I had a lot of RECENT time in type and recent crosswind times. Other times I said no when it was a light crosswind b/c although I was quiet current in type and had plenty of recent landings they had been calm days or blowing right down the runway. 15 I believe is what Nick gives as a limit for the Lightning. It's a good number, fudge factor built in. Now that doesn't include personal limits which vary from week to week or even day to day. The Lightning is much better with the rudder than the Esqual was. I'd agree with Earl's assessment on the landings too. One thing that I have never had a problem with though was skidding or wheel hopping in the Lightning. The Esquals though would seem to run out of rudder and at the lightweight that I flew with could be at 15 knots, full rudder and wheel hopping. Just my own observation. I've seen Buz land his Esqual though at probably 17 knots xwind or more though and he didn't do that. I don't know if it was extra weight or the extra couple hundred (read thousands) of hours that he had. If you have flown an Esqual and then a Lightning though I'd think that you'd agree that the Lightning had better rudder feel and authority. Again, the DA-20 would be a good approximation of rudder authority. I find it funny that we all try to compare and contrast against a Cessna. Guess most of us were trained and have a lot of time in them, but a Cessna is the most stable airplane and easiest to land (nose dragger versions, the newer the easier) of any airplane ever built. There's also a form to fill out for personal stress levels that can help you assess if you should fly. It's kind of corny, but ya know it just gets you to think about things and realize, oh I am more stressed than what I thought. Ultimately I think the examples listed above don't have to be a checklist so much as a mental note. Think about it and assess it. I made checklists of my own until Buz came along and made some nice ones for the Lightning. I combined some of my own in with his for my own use. Some things I have a harder time of remembering than others so for specific "memory item" emergencies I wrote them down and read them, went over it in my mind and then practiced a lot. Buz had a couple of good things for emergencies or abnormal procedures that I had not ever come across and those are the great kinds of things to add to your books as you go. Young or old, never quit learning, consider that you may learn from somebody that is even less experienced than you, ere on the side of caution, and be vigilent and you'll do fine in the Lightning or any other aircraft that you fly.
| Quote: | Date: Fri, 6 Jun 2008 18:28:42 -0400
From: pequeajim(at)gmail.com
To: lightning-list(at)matronics.com
Subject: Re: Flying your Lightning for the first time
Thanks for the advice Brian. You're right, slow is a good thing sometimes.
On 6/6/08, Brian Whittingham <dashvii(at)hotmail.com (dashvii(at)hotmail.com)> wrote: | Quote: | Jim,
I'll read over your email and think about if I have anything to add later. I am glad to see that you have a plan. Remember, those first few hours you are putting yourself in the test pilot seat whether you are one or not. I don't say that to scare anybody off. In flight testing you move slowly from what is known to what is unknown. Makes sense huh? I would definately spend some time in the Katana. The Lightning is faster, but I was actually pleasently surprised to find such good characteristics in the Lightning. I hold the Diamond company as being a great aircraft company who went from experimentals to normally certified and even jets! Like some of us have said before, pull the power to idle at altitude and practice turn rates like you were turning back to the airport. Vary airspeeds and bank rates. See what works good and gives you a good trade off for quick turn, margin on airspeed, and loss of altitude. Give yourself an artificial ground level at say 3k feet and try to end up with some altitude to spare once you get 180 degrees. Do the same thing for 90 degrees, etc. Remember, if anything did happen it's always better to fly into the ground under control than to fly into anything out of control. One of the guys from Shelbyville that I had met put a Viking down in the top of trees at night. Now he ran out of gas so that was dumb, but he maintained control and put it down in the tops of trees, at night, in the mountains. He walked away (climbed down) without a scratch. I know it's been said a lot, but it is important. Brian W.
| Quote: | Date: Fri, 6 Jun 2008 10:29:51 -0400
From: pequeajim(at)gmail.com (pequeajim(at)gmail.com)
To: lightning-list(at)matronics.com (lightning-list(at)matronics.com)
Subject: Flying your Lightning for the first time
Short of a few odds and ends like putting my tail number on and doing a weight and balance, I am FINISHED WITH MY LIGHTNING!!!
(happy days, huh?)
Anyway, I have been spending some time talking with Ryan and Buz about the next steps after the airworthyness inspection, and before I actually strap myself into the seat and take off.
This is the way I am approaching things, your comments are welcome:
- In preparation for flying my aircraft, I tried to find something that I could rent that was close in type, i.e. stick, low wing, nose wheel, etc. it is however, hard to be flying when you are spending time and money building, but I have logged some hours.
- I called Falcon and secured insurance on my Lightning with Ryan included.
- Ryan will be flying the first 5+ hours, and we will work together to make sure everything is working as it should and nothing is going to "fall off".
- Per suggestion, I am looking for something like a Katana to rent and fly, as from what I have heard, it is pretty close to the Lightning in feel. Right now I am flying a Evektor SportStar only because it is the only small low wing with a stick that I can find to rent.
- Establish a defined test plan for multi-phase testing per FAA Advisory Circular 90-89 and contingency plan for emergencies. I have been working off of a graciously supplied example for this.
- I think after I have a few hours in my aircraft, I will be taking it home right away. Lancaster, (KLNS) has two nice long and wide runways and lots of room to fly, so I can practice different types of takeoffs and landings, and my area has a fair number of airports close, so I can "ring er out" and still be within gliding distance of a good place to land. This will help to break in the engine and build time on the aircraft. Doing mostly landings and takeoffs is a little tougher on the engine during the break-in period.
- While I am flying and recording results, use this information to develop an aircraft manual with weight & balance, limitations, performance data, etc…
The cool thing about the MGL Odyssey that I put in the panel is that it can act like a "black box" flight recorder and write this data to a SDRam card while in flight. I can then go back and use this information to learn more about my flight performance and characteristics; neat!
Once I have flown off the hours and am totally comfortable with the aircraft, I can finally take my daughter up for a ride. (She's been bugging me from day one).
|
Instantly invite friends from Facebook and other social networks to join you on Windows Live™ Messenger. Invite friends now!
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Now you can invite friends from Facebook and other groups to join you on Windows Live™ Messenger. Add them now! [quote][b]
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flying(at)qdea.com
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| Posted: Sat Jun 07, 2008 5:03 pm Post subject: Flying your Lightning for the first time |
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Thanks for your comments, Brian.
Hugh
| Quote: | Jim and Hugh,
I remember during my Embry-Riddle Aero Univ
days that we had a form for solo flights. At
the time I thought it was stupid. Here I was an
instrument rated multi-engine commercial pilot
and I had to have this signed card to fly solo?
Anyhow it was basically an assessment where they
would look over how many takeoffs and landings
that you had done in the past month in type.
They would also vary the crosswind component
limit based on number of landings and
particularly the number of xwind landings. Now
that I've had a few years since I've been away I
see the logic in this. They couldn't trust us
to have enough time under our belts to know to
self check ourself. I have done about 17 knot
direct crosswind. I haven't flown in about 2
months and actually need a new medical at this
point, but I wouldn't fly by myself. I've got
70ish hour or so in Lightnings and when I went
back to SYI about a month ago I had hoped to fly
one. Weather was bad so I didn't, but I
wouldn't have done it alone, I would've had Nick
with me b/c even though I was fairly current in
flying, I wasn't in type anymore. I can
remember days of flying in some pretty rough and
gusty crosswinds when I had a lot of RECENT time
in type and recent crosswind times. Other times
I said no when it was a light crosswind b/c
although I was quiet current in type and had
plenty of recent landings they had been calm
days or blowing right down the runway. 15 I
believe is what Nick gives as a limit for the
Lightning. It's a good number, fudge factor
built in. Now that doesn't include personal
limits which vary from week to week or even day
to day. The Lightning is much better with the
rudder than the Esqual was. I'd agree with
Earl's assessment on the landings too. One
thing that I have never had a problem with
though was skidding or wheel hopping in the
Lightning. The Esquals though would seem to run
out of rudder and at the lightweight that I flew
with could be at 15 knots, full rudder and wheel
hopping. Just my own observation. I've seen Buz
land his Esqual though at probably 17 knots
xwind or more though and he didn't do that. I
don't know if it was extra weight or the extra
couple hundred (read thousands) of hours that he
had. If you have flown an Esqual and then a
Lightning though I'd think that you'd agree that
the Lightning had better rudder feel and
authority. Again, the DA-20 would be a good
approximation of rudder authority. I find it
funny that we all try to compare and contrast
against a Cessna. Guess most of us were trained
and have a lot of time in them, but a Cessna is
the most stable airplane and easiest to land
(nose dragger versions, the newer the easier) of
any airplane ever built. There's also a form to
fill out for personal stress levels that can
help you assess if you should fly. It's kind of
corny, but ya know it just gets you to think
about things and realize, oh I am more stressed
than what I thought. Ultimately I think the
examples listed above don't have to be a
checklist so much as a mental note. Think about
it and assess it. I made checklists of my own
until Buz came along and made some nice ones for
the Lightning. I combined some of my own in
with his for my own use. Some things I have a
harder time of remembering than others so for
specific "memory item" emergencies I wrote them
down and read them, went over it in my mind and
then practiced a lot. Buz had a couple of good
things for emergencies or abnormal procedures
that I had not ever come across and those are
the great kinds of things to add to your books
as you go. Young or old, never quit learning,
consider that you may learn from somebody that
is even less experienced than you, ere on the
side of caution, and be vigilent and you'll do
fine in the Lightning or any other aircraft that
you fly.
Date: Fri, 6 Jun 2008 18:28:42 -0400
From: pequeajim(at)gmail.com
To: lightning-list(at)matronics.com
Subject: Re: Flying your Lightning for the first time
Thanks for the advice Brian. You're right, slow is a good thing sometimes.
On 6/6/08, Brian Whittingham
<<mailto:dashvii(at)hotmail.com>dashvii(at)hotmail.com>
wrote:
Jim,
I'll read over your email and think about if
I have anything to add later. I am glad to see
that you have a plan. Remember, those first few
hours you are putting yourself in the test pilot
seat whether you are one or not. I don't say
that to scare anybody off. In flight testing
you move slowly from what is known to what is
unknown. Makes sense huh? I would definately
spend some time in the Katana. The Lightning is
faster, but I was actually pleasently surprised
to find such good characteristics in the
Lightning. I hold the Diamond company as being
a great aircraft company who went from
experimentals to normally certified and even
jets! Like some of us have said before, pull
the power to idle at altitude and practice turn
rates like you were turning back to the airport.
Vary airspeeds and bank rates. See what works
good and gives you a good trade off for quick
turn, margin on airspeed, and loss of altitude.
Give yourself an artificial ground level at say
3k feet and try to end up with some altitude to
spare once you get 180 degrees. Do the same
thing for 90 degrees, etc. Remember, if
anything did happen it's always better to fly
into the ground under control than to fly into
anything out of control. One of the guys from
Shelbyville that I had met put a Viking down in
the top of trees at night. Now he ran out of
gas so that was dumb, but he maintained control
and put it down in the tops of trees, at night,
in the mountains. He walked away (climbed down)
without a scratch. I know it's been said a lot,
but it is important. Brian W.
Date: Fri, 6 Jun 2008 10:29:51 -0400
From: <mailto:pequeajim(at)gmail.com>pequeajim(at)gmail.com
To: <mailto:lightning-list(at)matronics.com>lightning-list(at)matronics.com
Subject: Flying your Lightning for the first time
Short of a few odds and ends like putting my
tail number on and doing a weight and balance, I
am FINISHED WITH MY LIGHTNING!!!
(happy days, huh?)
Anyway, I have been spending some time talking
with Ryan and Buz about the next steps after the
airworthyness inspection, and before I actually
strap myself into the seat and take off.
This is the way I am approaching things, your comments are welcome:
1. In preparation for flying my aircraft, I
tried to find something that I could rent that
was close in type, i.e. stick, low wing, nose
wheel, etc. it is however, hard to be flying
when you are spending time and money building,
but I have logged some hours.
2. I called Falcon and secured insurance on
my Lightning with Ryan included.
3. Ryan will be flying the first 5+ hours,
and we will work together to make sure
everything is working as it should and nothing
is going to "fall off".
4. Per suggestion, I am looking for
something like a Katana to rent and fly, as from
what I have heard, it is pretty close to the
Lightning in feel. Right now I am flying a
Evektor SportStar only because it is the only
small low wing with a stick that I can find to
rent.
5. Establish a defined test plan for
multi-phase testing per FAA Advisory Circular
90-89 and contingency plan for emergencies. I
have been working off of a graciously supplied
example for this.
6. I think after I have a few hours in my
aircraft, I will be taking it home right away.
Lancaster, (KLNS) has two nice long and wide
runways and lots of room to fly, so I can
practice different types of takeoffs and
landings, and my area has a fair number of
airports close, so I can "ring er out" and still
be within gliding distance of a good place to
land. This will help to break in the engine and
build time on the aircraft. Doing mostly
landings and takeoffs is a little tougher on the
engine during the break-in period.
7. While I am flying and recording results,
use this information to develop an aircraft
manual with weight & balance, limitations,
performance data, etcŠ
The cool thing about the MGL Odyssey that I put
in the panel is that it can act like a "black
box" flight recorder and write this data to a
SDRam card while in flight. I can then go back
and use this information to learn more about my
flight performance and characteristics; neat!
Once I have flown off the hours and am totally
comfortable with the aircraft, I can finally
take my daughter up for a ride. (She's been
bugging me from day one).
"
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