Appendix 1 APPENDIX 1. AIRPLANE FAMILIES FAMILIES AND EXAMPLES. This appendix describes the families of airplanes considered in this advisory circular (AC). However, an airplane can be included in one or more families. For example, the Long EZ is Nontraditional Configuration or Controls, and High Inertia and/or Low-Drag. In a case such as this, the pilot should develop an integrated risk mitigation training strategy drawn from the appendix for each family. These families are broad, and include example airplanes which display characteristics of the family at different levels. Pilots should consider this in developing their risk mitigations. For example, in the Low-Inertia and/or High-Drag family, both the Piper Cub and the Kolb Firefly are included. Both exhibit low-inertia and highdrag characteristics, but the Kolb Firefly significantly more so. See Appendix 2 for more information on the categorization of example airplanes into families.
TABLE 1. AIRPLANE FAMILIES AND EXAMPLES Family of Airplanes Examples of Experimental Airplanes Examples of Comparable Type Certificated (TC’d)/Special Light-Sport Category Aircraft (SLSA) Airplanes Refer to Appendix Notes:
Light Control Forces and/or Rapid Airplane Response Zodiac 601, RV series, Pitts, Lancair 200 & 300 Series Pitts (TC), Extra 300, Grumman AA-1, Swift, Zlin 3
Low-Inertia and/or High-Drag Challenger II, Flight Star, Kolb Firefly, Rans S-12, Pietenpol, Fly Baby Quicksilver GT-500, Cub, Champ 4
High Inertia and/or Low-Drag Skyfly, SX300, Questair Venture, Glasair, Lancair, Long EZ Columbia, SR-22, Mooney, Piper Comanche 5
Nontraditional Configuration or Controls Varieze, Velocity, Dyke Delta, Wright Flyer, Quickie, Air Cam, Breezy, Long EZ Sky Arrow, Lake Amphibians 6 If training in the experimental airplane is not possible and is going to be done in a comparable TC’d or SLSA, take care to ensure that there is commonality in the nontraditional configuration or controls.
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Family of Airplanes Examples of Experimental Airplanes Examples of Comparable Type Certificated (TC’d)/Special Light-Sport Category Aircraft (SLSA) Airplanes Refer to Appendix Notes:
Nontraditional or Unfamiliar Airplanes System Operations Auto conversions, other than the Volkswagen or Corvair, (e.g., two-cycle, Wankel engines) and folding/removable wing airplanes Civil Aviation Regulation (CAR) 3 Airplane (systems), Remos, Soloy Conversion Airplanes 7 If training in the experimental airplane is not possible and is going to be done in a comparable TC’d or SLSA, take care to ensure that there is commonality in the nontraditional configuration or unfamiliar system operations.
Nontraditional or Unfamiliar or System Component Maintenance Requirements Auto conversions, other than the Volkswagen or Corvair, (e.g., two-cycle, Wankel engines) and folding/removable wing airplanes Dependent on airplane-specific characteristics.
8 Ground training should be specific to maintenance and preflight procedures of these airplanes.
Specialty Airplane One-off airplane, limited production, unique, extremely high power-to-weight ratio, jet-powered, electric-powered, turboprop-powered, rocket-powered Dependent on airplane-specific characteristics.
Airplanes may be available with some similar characteristics or systems.
Consider retaining the services of a qualified test pilot.
9 Conduct in-depth ground training on the operation of the specific airplane.
Recommend pilot follow guidance in the current edition of AC 90-89, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, for first 40 hours of flight testing if flight training is not available in the specific airplane.
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APPENDIX 2. CATEGORIZING DESIGNS OR MODELS
1. AIRPLANE CATEGORIES. The purpose of this appendix is to orient the reader to the aircraft families which are most likely associated with the identified airplane designs or models.
This appendix describes a general categorization of common experimental amateur-built airplanes into the families considered in Appendices 3 through 6 of this advisory circular (AC).
Significant effort has been made to properly categorize each model; however, any evaluation of this kind is somewhat subjective. Construction variances, installed equipment, and other factors may cause a model to have characteristics of a family not identified in this table. As mentioned in Appendix 1, different airplane models categorized in a family may display varying degrees of the characteristic of that family. The reader is advised to seek additional information from the designer, kit vendor, or type clubs. Another source of information is the Comparative Aircraft Flight Efficiency (CAFE) Foundation, which maintains a Web site at www.cafefoundation.org.
2. RISK MITIGATION. The risk mitigations described in subparagraph 6a(3) apply to all models of airplanes whether listed or not. In addition, if there is an “X” in one or more family columns, see the appropriate appendix or appendices for guidance to develop your specific risk mitigation training. If a model is not listed in this table, you must decide what family or families apply based on airplane characteristics. In the event that a model in this table has no “X” marks indicating categorization to the families considered in Appendices 3 through 9, the subparagraph 6a(3) guidance applies.
NOTE: For the most up-to-date information regarding this appendix, please refer to the General Aviation Operations Branch (AFS-830) Web page at the following address:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs8 00/afs830/. This information will be located in the Resources section. As updated information becomes available this Web site will be updated to reflect the affected changes. The date of the information on the Web site should be compared to the publication date of this AC to determine which is more current.
Appendix 2 TABLE 2. AIRPLANE CATEGORIES Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9)
ACRODUSTER SA750 X
AcroSport II X
AERO CANARD X Air Camper (Pietenpol) X X X
AIR-CAM X X X ARV 582 X
AVENTURA II X X
AVID-CATALINA X AVID Flyer X AVID Magnum X
BABY ACE D X
BAKENG DUCE X BD-4 X BD-5 X X Bearhawk 4-Place X Bearhawk LSA X Bearhawk Patrol X Breezy X X Buccaneer 2 X X MIDGET
MUSTANG X X
CASSUTT X X
Appendix 2 Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9) Fisher Celebrity X Zenair CH-801 X X
CHALLENGER II X X CHINOOK PLUS 2 X
CHRISTEN
EAGLE II X
CIRRUS VK30 X X X
COZY X X
DEFIANT RUTAN X X
DRAGONFLY II X Early Bird Jenny X X X EDGE 540 X X Emeraude X
Europa X
EXPRESS (Wheeler) X
F1 ROCKET X X Falco X Falcon X
FLY BABY X X X Giles/Aerotec X X
GLASAIR X Glastar X GP-4 X
HARMON X X
Appendix 2 Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9) ROCKET 2 Hornet X X
HUMMEL BIRD X X X JODEL D-9 X KELLY “D”
BIPLANE X
KitFox X Kolb X X Lancair 200/300 Series X X
LANCAIR ES X X
LANCAIR IV/IVP X X Lancair Legacy X Lancair Evolution/ Propjet X X X X
LIGHTNING X X Marquart Charger X M Squared X X Murphy Rebel X Murphy Moose X Long EZ X X One Design DR 107 X
ONEX X X
PITTS X X Pulsar (KIS) X
Appendix 2 Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9) Quickie Q-2 X X Quicksilver GT400 X X Quicksilver GT500 X X Quicksilver MX Sport X
Quicksilver MX Sprint X
Quicksilver MXII Sprint X
Quicksilver Sport 2S X
Quicksilver Sport 2SE X
RANS S-7 X RANS S-10 X RANS S-12 X X X X RANS S-14 X X RANS S-18 X RANS S-6ES X Rand KR-2 X
SEA REY X X SEAWIND 3000 X X
SKY RAIDER II X
SKYBOLT X
SLIPSTREAM
GENESIS X X
Appendix 2 Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9)
SONERAI II X X
SONEX X X
STARDUSTER TOO X
SUBSONEX X X X TAILWIND W-8 X X T-Bird II X X THORP T-18 X Titan Tornado II X X Van’s Aircraft RV- 3, RV-4, RV-6/6A, RV-7/7A, RV- 8/8A, RV-9/9A, RV-14/14A X X
Van’s Aircraft RV- 10 X
Van’s Aircraft RV- 12 X
Vari Viggen X WW-I Replicas X X Varieze X Velocity X
WAIEX X X
Appendix 2 Page 7 (and 8) Airplane Model (Airplanes may be listed in more than one family of airplanes) Light Control Forces and/or Rapid Airplane Response (Appendix 3) Low-Inertia and/or High-Drag (Appendix 4) High-Inertia and/or Low-Drag (Appendix 5) Nontraditional Configuration and/or Controls (Appendix 6) Nontraditional and/or Unfamiliar Airplanes System Operations (Appendix 7) Nontraditional and/or Unfamiliar System Component Maintenance Requirements (Appendix 8) Specialty Airplane (Appendix 9)
XENOS X X Zenair CH-601 HD X X Zenair CH-601 XL X X Zenair CH-701 X X
6/29/15 Appendix 3 APPENDIX 3. LIGHT CONTROL FORCES AND/OR RAPID AIRPLANE RESPONSE
1. DEFINITION. Light control forces coupled with strong control authority for rapid maneuvering about one or more axis. This section includes airplanes that have substantial disharmony between two or more axes.
2. DISCUSSION.
a. Example Accident from the National Transportation Safety Board (NTSB) Records.
(1) Accident. The pilot had constructed the homebuilt aircraft, and had flown it twice before, totaling 1.2 hours. After rotation and liftoff on his third flight, the aircraft pitched up and down several cycles then settled down. The airplane climbed slowly, and at 200 feet altitude, the pitch oscillation began again. The aircraft climbed another 50 feet, then rolled to the left and impacted the ground.
(2) Probable Cause. The pilot not maintaining aircraft control during the initial climb after takeoff and the inadvertent stall/spin. A factor to the accident was the pilot’s total lack of experience in the accident airplane.
b. Analysis and Avoidance.
(1) Unfortunately, it is impossible to understand the exact cause of this accident. One possibility is the pilot’s lack of experience with the accident airplane, as stated by the NTSB.
Airplanes like the Extra 300 and Pitts are safe airplanes, with some versions holding FAA type certification. However, most pilots would not be safe flying these airplanes without training because they maneuver quickly with low control forces. Of course, most pilots can look at these airplanes and understand that they will probably want additional training in them before trying to fly them solo.
(2) There are many more experimental airplanes that may look more like type-certificated (TC) airplanes, but they actually have light control forces and/or very quick maneuvering response. Lightweight and lightly wing-loaded airplanes can also have the same quick, light response as many aerobatic airplanes. The hazard of light forces and rapid response is that without some level of training, the pilot may over-control the airplane. This can manifest itself during any phase of flight. The risks can vary from frustration to damage during takeoff and landing, to loss of control up to and including overstressing the airframe and structural failure.
(3) Unfortunately, there are control characteristics like these frequently on airplanes with poor stall handling characteristics. This is a deadly combination when aggressively maneuvering close to the ground. Too large a percentage of fatal experimental accidents fit in this category.
Pilots considering purchasing an experimental airplane need to appreciate how much effort TC’d airplane manufacturers expend to ensure good handling characteristics. It may take weeks of trial and error flight testing to get an airplane to handle the way the manufacturer desires. This effort may include redesigning parts of the wings and tails, and their control surfaces. The General Aviation (GA) pilot community is very familiar with the handling characteristics of TC’d airplanes that have been around for decades, like the Cessna C-172 and the Piper PA-28. That