I promised some feedback after I digested my first few flights so here is
what I have to offer. Please take it for what it costs you; just the time to
read it. I'm open for clarifications or, as noted below, a good critique.
1. Don't underestimate the value of a long runway for your taxi tests.
I figured I could get the information and testing I needed with my 2000'
grass strip. That helped but it proved to be not enough data for me. I did
get the engine running well & the alignment of the nose gear figured out.
That's great but as several of you have mentioned the value of the crow hops
and re-lands was helpful. I didn't get that benefit and, after 2 takeoffs at
McMinnville (MMV), I still had some PIO and resulting pucker. I think more
runs, both up and down a longer runway and crow hops might have allowed me
to "hop up" and let back down right away. That might have stabilized my
first takeoff.
2. About the PIO and center stick; I figured I could rest or at least
stabilize my arm by holding my elbow against the outside of my thigh. That
didn't work well when close to the ground. 10' - 30' vertical excursions
1000' off the ground aren't any deal at all. Close to the runway it's
another matter, right? "Luckily" for me, nobody was running a video camera
of my first attempts. I'm sure it would have been very enlightening but
probably a little concerning as well. At least it looked a little dicey from
inside the cockpit. So I've made a wooden box-type arm rest that I'll
install prior to another flight. Maybe everyone doesn't, but I guess I need
that help.
3. If you can have someone trusted fly alongside your first flights,
it was a comforting feeling knowing I had eyes outside the airplane. It's
nice to know there isn't oil leaking out, parts flapping around or whatever.
It's also quite nice to have someone on the ground when you do make your
first landing. I enjoy a good, honest critique especially when their efforts
help you realize you really did float the first 1500' of the runway and it
DID look like you were going pretty fast on short final. The airplane
wouldn't have dropped out of the sky and I put a little too much credibility
in the numbers shown on my Dynon & backed up by the "steam gauge." They
agreed and, according to the manometer, they didn't leak. That still doesn't
mean they are accurate.
4. MORE SLOW FLIGHT. My flight test plan, derived from Rick Junkin &
Zipper Goodman (where is Dave anyway?), said the first 2 flights are all
about getting confidence in the engine running and the controls moving the
airframe appropriately. Yes, the engine ran and runs just fine. The stick
and rudder make the airplane move in the right directions. Ok that's fine.
Flying slow is how we have safer landings. I know the first flights aren't
to set the record for how a stall series will be documented. Dang nabbit,
ENOUGH SLOW FLIGHT just didn't happen on my first 3 flights and as a result
I don't have the confidence to know how it performs when going slow,
especially when close to the ground (see #2 above!) I promise to myself to
figure that out on the next 3 flights.
5. I would loved to flown in a KR2 prior to my first flight (maybe
with somebody at a Gathering.) I'm 6'2' & 205# and just too big to get a
ride, I guess. Knowing what I know now, I would even have paid for a
commercial flight to visit the location of a willing KR-tutor. I thank my
neighbors, especially the 1.7 hours I got in Jerry VansGrunven's RV12,
N612RV. We pretended I couldn't see the instruments and he made me fly it by
how it felt. Now after 1.7 hours in N5391M I realize the RV12 doesn't feel
anything like the KR. That's ok; it still feels different than the 800-some
hours in my Cardinal and that was a big help.
That's enough rambling from me. I hope this might help somebody getting
ready for THEIR first flight. Cheers.
John Bouyea
N5391M/ KR2
OR81/ Hillsboro, OR
