First Flight of N2PZ - Page 136.
June 9, 2005: If yesteday was the birth of
N2PZ, then today the baby got to go HOME! Lowell went down to the end of the
taxiway, took his position, then zoomed the camera lens to the end of runway 21.
That's me in takeoff position with Rich Nadig in his RV-3 in the runup area ready to give
chase when I start my takeoff roll. I started my takeoff at the end of the runway
beyond the displaced threshold.
Lowell took plenty of pictures. I am just past the runway threshold and
rolling up to flying speed quickly. I advanced the throttle slowly as I had learned
last week from Mike Seager at Scappoose, Oregon. (I have uploaded a new uncompressed
And there it is, flight at last. I held the stick a bit more forward so I
would not climb too high while passing Lowell's vantage point with my camera. Rich
is pulling onto the runway to give chase.
This is about 100 feet over the runway. The initial climb needed almost
no rudder input. I can see that I am going to be very busy in the next few days
taking data to determine why that happened.
Bye, bye as we say in the South...
Rich was close behind with his RV-3!
Lowell zoomed the lens all the way out to catch this
picture of Rich pulling in behind me on the crosswind leg. I said it was hazy today,
so look carefully to see both airplanes. (February 3, 2008:
I reprocessed the original uncompressed image and added the white ellipse to make
both airplanes easy to find in this photo.)
Rich had initially said to make two circuits of the pattern, so I did a fly-by around 200 feet without too much power on. Then we headed out East of Collegedale to do some maneuvers and check engine operation parameters. The takeoff was at 2700 RPM with full power and the prop at minimum pitch. I pulled the power back to 25 inches of manifold pressure and 2500 RPM and quickly got to pattern altitude of 1800 feet MSL. I pulled the power back again and set the RPM to 2300 and we headed out to do turns and slow flight. When I put the plane into a turn and trimmed the elevator for constant altitude, it stayed in the turn "hands off" without rolling out or into any unstable condition. I had seen this when I rode with Larry Westbrook way back on December 27, 2003. This is one sweet-flying airplane! I turned on all the lights and the alternator was steady with the voltage at 13.6 volts under full load. Rich saw nothing unusual trailing behind me, so after a few minutes we headed back to Collegedale.
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