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The design was first named the "Ban-Bi" for the Colomban Bi place. People thought of a little Disney faun and didn't take it seriously. So it is now promoted as the MCR - that's for Michel Colomban (the designer)- and Christophe Robin ( the kit builder). Christophe is the son of the renowned Pierre Robin of Avions Robin with his factory at Darois, just north of Dijon in France. Christophe started the highly successful and innovative company "DynAero" also at Darois. The company is represented in North America by AGA (American Ghiles Aircraft) based in Florida.

Mine is the MCR-01 "Sportster". There are also "Club", "Bushplane" and "Mountain" models, (the last two may be fitted with tow hooks), all labelled MCR-01 and there is a new 4S "Revolution", the new 4 seater, in production.

Some thoughts on the first flight

What are some of the important considerations before a first flight of a new homebuilt aircraft?

• Keep current. Do not let the pressure of completion keep you out of the air
• Fly a variety of aircraft presenting a similar challenge
• Run the engine at full power for 3 minutes, if possible
• Do not let anyone rush you into the first flight
• Plan the flight - and fly the plan!

Fellow owners at Serpentine and Jandakot were most helpful. I was allowed to fly their Kitfox, Europa, Tiger Moth, RV6 and T18, plus I keep current in the Mooney. All of these have their own characteristics and the variety presents a challenge.

My MCR plans included a nine page check list "before first flight". I worked through it carefully three times, checking off each item. Fuel starvation is a particular hazard, so I flushed the tank and cleaned filters three times then checked fuel flow with the nose jacked up at an almost impossible angle.

Taxi tests starting from low power and working up to rapid acceleration showed the need for significant right rudder due to P factor with the very efficient MT electric propeller in fine pitch. I practised the acceleration phase many times until I felt confident I could track straight down the centreline. My sideline observers remarked that I would wear out the tyres before I would get it in the air. Then I secured the aircraft for a 3 minute full power run. I was concerned about red line coolant temperature after 2 minutes 50 seconds, so I checked with Rotax and they said that a stationary test was too severe - "Go fly" they said. So I did.

I followed my plan for the first flight. Gradually increasing power - keeping it straight. Acceleration is dramatic - lifted off in 7 seconds, reduced MP to 26" and wound the RPM back to 5500 using the electric constant speed control. Climbed with a dramatic deck angle with the VSI showing 1700 fpm. In just a few minutes I was past 5000 feet, carefully monitoring oil and coolant temperatures. Turned left and right, noting that some right rudder pressure was needed. Accelerated to a low cruise indicating 134 kt. and again checked controls. It was really responsive! Reduced speed and investigated the approach to a stall - around 60 kt clean got a slight burble. Lowered flaps and checked again. At 20 deg. flap it was close to the stall at 50 kt.

Logged all the numbers, as well as calling them by radio to Graham Hewitt on the ground. Calculated 1.3 times stall, and determined the approach speed to be 65 kt.

Descended to the circuit and made a low approach and a go-around on runway 05. Everything felt good, so flew the circuit to approach at 65kt. Held off and touched down on the main wheels ever so gently. My best landing ever!

A First Flight is always exciting. There are unknowns, and the pilot will have some apprehensions. However, careful planning and preparation minimises these concerns and the pilot can look back with pleasure on the wonderful First Flight experience!

John Chesbrough