Personal Cruiser - 1st Test Flight Report
October 19, 2006 is ten years from the exact date that the two-place Vision flew. It was significant that Morgan, after a short runway flight and a scramble to get a new radio, was ready to fly the Personal Cruiser on this date. I was happy to just happen to have time to be there to see it.
It was a long wait for morning marine layers to burn off and Morgan wanted to get out there before the flood of traffic started to clog the pattern at Daytona. As soon as the weather cleared, he called the tower and got permission to go fly and circle overhead. First full test flights are generally a series of glitches and this was no exception but the main goal is to make sure you have a very safe and controllable aircraft - and that was met easily.
The first indication of anything potentially wrong was on takeoff roll. We expected the power to come roaring up and it did wind up some and then stabilize with the plane popping right off and climbing well but it seemed that the throttle wasn't near all the way forward. Morgan confirmed this later as we found that the tachometer, which worked fine on the ground, pegged immediately but the auditory signals were that the power was not at all wound up. Realizing he didn't have a reliable rpm indication led him to fly the entire next 40-45 minutes extremely conservatively as far as engine management went. Still it seemed well under 3 minutes before he was 3000 feet overhead. I didn't clock that as I assumed VSI would give him those numbers but all instruments connected to static were off with an apparently low pressure port in nose high position. This is also not unusual and I have seen the chase to find the right static position go on for many experimentals. Next time, a portable GPS will be used to verify altitude and airspeed.
The com radio began having power off problems and, listening on the handheld on the ground, it was obvious that the tower communication was spotty and it was also reported that his mode C was not working. Still the folks at Daytona allowed him to buzz around over the top. It seemed to cover large amounts of sky in easy intervals but guesses at actual airspeed may be off looking at it because the size makes it look faster. It also sounded well throttled back and a new tach will have to be used to get something accurate. I have always said that planes would be a lot easier if they didn't have to have engines, wheels, or radios and this project was proving it somewhat true. The engine did purr along happily and the plane flew without any remarkable characteristics. Morgan didn't note anything strange about flying with the V tail except he thought the Dutch roll was strong with big rudder inputs but that is a function of the dihedral in this plane. It is creditable that he felt it was easier to fly than production trainers and that is what is needed in a plane without any provision for prior checkout. I asked after he landed if he would feel comfortable heading off to Atlanta (his home town) and he said he was comfortable from the start. In the early test flight stage you really can't ask for more than that.
The landing approach looked very slow and slightly nose high which seems to be from his taking the airspeed indications too seriously at that point and may have been because the first landing was done, as intended, without flaps. In any case it used very little runway and he rolled it on in a pretty fashion. Great piloting skills under pressure but he said that he was comfortable from the beginning. His grin as he taxied in seemed to confirm that.
There are multiple radio issues to sort out, an oil leak, a tiny crack in the gear leg fairing to investigate, a tachometer to replace, a static port issue to resolve... the usual stuff of test flying. That is why it is done but it was great to know that there really isn't any issue with the airplane itself. It just flies fine. There is no trim system at all on the plane as it stands now and that will be added. Morgan said that there was a slight back pressure needed at all times but it wasn't an issue. Little nibbles at time with fine tuning during each one will bring about a safe and successful program. The way this is flying from the start is a great indication of a wonderful plane. The funny thing that was mentioned by all the people watching was that it just looked "right." I know just what they meant. It tracked, turned, climbed, and acted just like a very stable airplane should and Morgan should be happy with his building and flying. I hope a lot of other people will join in and have the same dream come true.
by Steve Rahm