On Saturday Nov 18,2006 around 2:00PM Dyke Delta N11XD finally took
   to the sky at Barnes Airport in Westfield MA (KBAF).
   After a short takeoff roll she climbed out at 120 MPH at a rate of
   about 1000 fpm. Once reaching the planned altitude of 3000 feet the
   aircraft was leveled off and throttle reduced to about 5000 RPM
   (about ½ throttle) which allowed an easy slow cruise at 120-130MPH.
   This was all with the IVO in-flight adjustable prop set to about 80
   inches of pitch and 5 deg of T-tail setting. It was amazing to see
   all of the instruments come to life and be working just as they were
   expected to. Especially the gyro instruments, which are driven by a
   Venturi, and therefore not tested before flight. Gentle turns were
   performed to keep the aircraft above the airport and within reach of
   its 9000 and 5000 foot runways. First 10 degrees of bank then 20
   degrees. The engine ran smooth as silk with all temps and pressures
   in the green.

   After several circles around the airport the T-tail
   was set to the neutral position and the nose did drop noticeably
   requiring a bit of retrimming of the elevons. The aircraft flew
   straight and level with no tendency to change heading or pitch on
   its own (just like the other Deltas I have flown). The next test was
   some slow flight to see just what happens as the aircraft slows
   down. This was performed by reducing the power and airspeed in 5 MPH
   increments and getting a feel for the controls at each reduced
   speed. I started at 120MPH and by the time it got down to 95 the
   controls required a bit more movement but it was easy to hold level
   flight at this speed. The aircraft did not feel as though it was on
   the verge of a stall or get mushy or show any tendency to descend.
   This told me that it would not be an issue to land. I then climbed
   to 4000 feet and made a simulated downwind entry. When abeam the
   numbers I reduce power to 3500 RPM set the airplane into a descent
   at 120 MPH. I was descending at 1000 FPM and reached 3000 feet
   before even being able to turn base! Good thing I was still at 3000
   feet.

   As I discovered, that throttle setting would not work. So, I
   pushed the throttle back in and climbed back to 4000 feet for
   another try. Back on simulated downwind abeam the numbers again, the
   throttle reduced to 4300 RPM this time. At this point the rate of
   descent was a much more acceptable 500 FPM at 120 MPH. I turned
   simulated base at about 3700 feet and turned simulated final at
   about 3500 feet. This felt much better except that I turned base too
   soon and no sooner than I turned final I was over the end of the
   simulated runwayâ?¦ way too high. After about a half dozen of these
   simulated approaches from 4000 feet to 3000 feet I felt comfortable
   enough with the settings that I could make a landing successfully.

   Since I had been flying for almost an hour and it was cold up there
   and the sun was beginning to set it was time to come back down. I
   called the tower and informed them that I wished to enter the
   downwind for Runway 2 from above. I was asked to report on final for
   runway 2, with winds from 330 at 6 knots. As I was gently spiraling
   down from 3000 feet, at 500 FPM, to be at the pattern altitude of
   1300 feet, I was treated to watch a pair of A10â??s return from
   their war-games and land below me. Downwind was entered and flown at
   120 MPH. Just like I practiced above, power was reduced abeam the
   numbers to setup 500 FPM descent at 120 MPH. This time I waited the
   right amount of time and distance before turning base. (The pattern
   looks a bit different at 4000 feet than it does at 1000 agl. This
   was much more comfortable.) Base was turned at about 1000 feet
   (700agl) and then the turn to final at about 750 (500agl) feet and a
   call to the tower. Every thing happens quick at 120 MPH but it all
   felt so right.

   On final I felt I was a bit low so a tweak of
   throttle was added and speed reduced to 110MPH with the rate of
   descent still at 500 fpm. Once the right glide was established and
   the runway looked like it was close enough the throttle was reduced
   back to about the setting it was before turning final. I began to
   flare and just as I did the ground effect cushion kicked in and the
   aircraft ballooned up a few feet. So, I just kept gently pulling
   back on the stick as I was trained, (resisting the urge to lower the
   nose), and the airplane gently settled back down and touched down on
   the main gear first and the nose came down as I continued to pull
   back on the stick, trying to keep the nose light. I was down in
   2000-3000 feet and then had to taxi another ½ mile to exit the
   runway at its mid point so I did not even need to use the brakes
   until reaching the taxiway turn off. I taxied back to the hangar, to
   my anxiously awaiting friends who first congratulated me and then
   asked why I took so long to come back down. I was just having so
   much fun I didnâ??t want to come down. The flight could not have
   gone any better and the aircraft and engine could not have performed
   more flawlessly than they did. After almost 11 years in the making
   and over 8000 hours of building time this was the day I dreamed of
   and it was better than I ever imagined. Although I did the vast
   majority of the work myself

   I could not have built and flown this
   airplane alone. I was fortunate to have the help and motivation of
   many friends and fellow aviators to sustain my efforts over the many
   years. A few of them were there to support my first flight effort as
   well and this was immensely helpful to me. My only regret is that
   the project took so long that some of those who helped, did not live
   long enough to witness this flight. Iâ??m sure that they were
   watching over me from a bit higher altitude. I hope I can encourage
   those who are still building to keep up with their effort. It is all
   worth it in the end. I am looking forward to many more hours of
   uneventful flying.

   Jim Maher
   Dyke Delta N11XD (1 hour)
   Atkins 13b rotary and short intake, with RWS EC2 and Ross PRSU.


"Published with permission of Delta Builders Network ©1996-2006".



The Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site. http://www.rotaryeng.net
Copyright 1998-2006 All world wide rights reserved.