Here's a short clip of the first takeoff run, including delighted (and delightful) bubbly glee from the ground crew. If I hadn't been so tentative with the first time full throttle advance, the takeoff roll to liftoff would have been only 1/2 as long. At least when it's lightly loaded and flown a bit better, this airplane wants to leap off the runway. I started to get the hang of it later in the afternoon. (More video to follow.)

At 1145 on July 17, 2010, N254MR took to the air for the first time. The fog had just burned off over the home airport (WA59) and the plane knew where she wanted to go. UP!

First landing was made 0.9 hrs. later, at Sequim Valley Airport (W28). After some practice landings on the wider runway there, 254R returned home to Rake's Glen Airport (WA59). The plane performed extremely well, and the pilot wasn't too shabby either.

Over the next few hours and days, this site will be updated with more descriptions, photos, and videos, etc., including live video from the cockpit. Photos are collecting in the First Flights Gallery, and other data in a book format. Stay tuned. It's a fantastic airplane, and a fabulous day. My thanks and deepest gratitude go to all who have made this possible, especially to Miggles and Erica, who have supported me the whole way, without fail.

I've been fielding a number of (understandable) questions about first flight. Usually, "When will it be?" or "What was it like?" I can't answer the second question, because it hasn't happened yet, and can't answer the first until a whole bunch of elements that are required for a GO decision are in place simultaneously. The GO or NO-GO decision may not even be made until as late as an hour or so before the flight.

The first flight of a homebuilt airplane is not something to be rushed. Many people take weeks between certification and the first flight. Why? Because it's complicated, of course, just like building the darn things! :-) There are so many factors, I've written a separate article, covering some of them. If you're wondering why this is complicated and it takes awhile to get off the ground, check it out here.

After thoroughly inspecting the airplane, the builder's log (this site) and other documentation, moments ago, Charlie Cotton, the FAA Designated Airworthiness Representative (DAR), entered and signed his approval in the aircraft log, then issued the Form 8130-7 Airworthiness Certificate shown below, and the airplane is now legal to fly! I'm happy to report Mr. Cotton was very complimentary, saying he really enjoyed inspecting the plane. I'll write more about this and what comes next later on, when I calm down. For now, I'm just ecstatic -- and it's a great day!

We were thrilled to have Walter Klatt, of Langley, B.C., visit us in his beautiful Rebel on amphibs, seen below parked out front. Walter's Rebel is a relatively early one, and he's a treasure trove of useful information, much of it gained directly from designers Darryl Murphy and Dean Hiscock. More important, he's a helluva nice guy and good friend. Come again soon!

Below, Ron and Walter being nice to 254R.

Absent some unexpected snafu, in less than four days I'll have an airplane I can fly out of the driveway whenever I want. Fortunately, I am still finding litte things to button up here and there, not to mention documentation that needs to be prepared -- which help distract me from this unbelievable prospect.

The airplane is finished! Although it's often said homebuilt airplanes are never done, 254R is now "inspection ready, flight ready" finished. To the best of my knowledge, there is nothing more in the way of building, or even tuning, that has to be done to the airplane before either event. It's ready. A very happy day, a long time coming, with more than a little emotion, an overwhelming sense of relief, and satisfaction.

The next few days will be largely devoted to completing detailed inspections, and completing various documentation, such as operating checklists, pilot operating handbook (POH) and similar items. After celebrating!

Today has been spent like many in the recent past -- catching up on the endless details. I went through my detailed notes from the two inspections by EAA Technical Advisor Jim Cone, to make sure I had covered everything that needed attention. One last item was the inboard end of the elevator trim tab hinge. The outer end butts up against the elevator skin, so the hinge pin could not move to the left. The inboard end was not retained and, theoretically, could have slid to the right, into the rudder. All hinges must be secured from such extraciricular activity. This one was solved by a small tab which blocks the hinge pin from moving to the right. The first picture shows the 2-1/2" long .032 hinge retainer tab at the right end of the hinge, held by two 3/32" rivets to the elevator root rib. The second photo is a closeup showing the blocking positioning.

The prop bolts are now all safety wired. Officially, that's the last "build/install" item on a long, long list. (Unofficially, I still have a couple of Click Bond nutplates on the fuel line cover/fire extinguisher mount to install after they arrive tomorrow.) To make the safety wire job palatable, I decided to take the lower cowl off, which in turn gave me opportunity to do a short taxi run to warm up the oil for the first oil change (TTE 1.7) and a final inspection of the FWF area. I still have to scurry around quite a bit doing other final inspections of my own, updating log items, preparing operational checklists & manuals, etc.