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".


Jim
Congratulations. I'm very pleased to hear about your very successful first
flight, that the amount of time and effort you put in has now resulted in a
very satisfying conclusion. I trust you'll have many happy years in your
Dyke Delta behind your Atkins Rotary. I'm sure Dave Atkins will be happy for
you too!

All the best,
George Payne
Global Rotary Power Inc.



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