Figure 2-2. Sample Flight Test Card Test Card 1-Engine Run & Taxi Test Risk Designation: LOW Date N Number: Start time: Takeoff Time:
Serial No:
Pilot: Observer: Shutdown Time: Landing Time:
Takeoff Weight: CG: Block Time: Flight Time:
Airport: T/O Trim Setting Takeoff Flap Landing Flap Setting: Setting:
Altimeter Setting: Takeoff Fuel: Landing Fuel:
Procedures Cowl removed Fuel: 20-30 minutes of fuel Observer with fire extinguisher Possible Emergencies: engine start malfunction; fire; emergency shutdown Conduct multiple runs if necessary
2. Engine Stabilized: Record engin Engine Stabilized: Record engine instrument readings when stabilized
3. Engine to Idle speed: Record idle RPM (adjust if necessary)
4. Mixture to Idle: At idle reduce mixture and record rise in RPM (minimum
50)
5. Taxi: straight, left tums, right tums, and note tracking, under-steer/oversteer, and turn radius with and without brake application.
6. Brakes: Wear-in according to the manufacturer's recommendation Shutdown: Normal method (usually retard mixture)
8. Shutdown: Altemate method (usually turn off magnetos)
9. Shutdown: Emergency method (usually select fuel valve to OFF) Stabilized Engine Readings Cy 1 Cyl 2 • Су з Cy 4 Cy 5 Cyl 6 Comments CHT EGT Oil Press Volts Oil Temp Amps Fuel Press Fuel Flow Engine Idle Comments Idle RPM dle Mixture Record RPM rise Taxi Tests Satisfactory? Comments Taxi straight Taxi tums Taxi w/o brakes Brake Wear In Satisfactory? Comments Brake wear-in Shutdown Satisfactory? Comments Nomal (mixture) Note Time Altemate (mags Note Time Emergency (fuel) Note Time Notes 2-7
2-8 OPERATING LIMITATIONS.
Process. Builders may utilize a task-based flight test plan without approval or submission to the Flight Standards District Office (FSDO) or Manufacturing Inspection District Office (MIDO).
FAA acceptance will be conveyed by issuance of the Experimental Certificate and corresponding operating limitations. Any change to the hourly requirements for flight testing will also be reflected in the aircraft’s operating limitations.
Required Operating Limitation. In order to utilize a task-based flight test plan, the operating limitations for the aircraft need to reference this AC. The limitation that authorizes the use of the task-based flight test plan is worded as, or worded similarly to, the following:
All flights must be in this geographical area: [The area must be described by radius, coordinates, navigational aids, and/or landmarks. The size of the area and airports must be that required to safely conduct the anticipated maneuvers and tests.] Unless operating in accordance with the task-based flight test program described in Advisory Circular (AC) 90-89, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, chapter 2, section 1, during Phase I flight testing, this aircraft must be operated for at least _____ hours with at least_____ takeoffs and landings.
2.1.9 Failure to Meet Flight Testing Criteria. If at any time during the flight testing of the aircraft, the aircraft, its systems, or operational elements are unable to meet the completion criteria originally prescribed in the task-based flight test plan, make repairs as needed and repeat the procedure until completion criteria is met or test for the full 25 or 40 hours, as appropriate, according to the applicable operating limitations. Operating limitations generally will not be reissued. The desired outcome is to ensure that the aircraft is controllable throughout its normal range of speeds and throughout all the maneuvers to be executed and that the aircraft has no hazardous operating characteristics or design features.
2.1.10 E xit Criteria —Aircraft Maintenance Record Documentation of Completion of Requirements-Based Phase I Flight Test. The builder should make a maintenance record entry attesting that the flight test has been completed, and the data has been recorded.
This ensures that the flight test was completed based on the prepared plan and also allows retention of the flight test data in the AOH for a particular aircraft.
2-9 Figure 2-3. Sample Maintenance Record Entry The logbook entry documenting completion of the flight test will correspond to the following:
Completion of task-based flight test:
“I certify that all requirements of the task-based flight test plan have been completed in accordance with AC 90-89 and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or design features, and is safe for operation. An AOH has been developed and placed in the aircraft. The following aircraft operating data has been demonstrated during the flight testing:
speeds VS0 ______, VX ______, and VY ______, and the weight ______ and CG location ______ at which they were obtained.”
Printed Name Signature Hours-based flight test completion only:
“I certify that the prescribed flight test hours have been completed and the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operating characteristics or design features, and is safe for operation. The following aircraft operating data has been demonstrated during the flight testing: speeds VS0 ______, VX ______, and VY ______, and the weight ______ and CG location ______ at which they were obtained.”
Printed Name Signature
2.1.11 Time Required for Flight Testing Experimental Light-Sport Aircraft (ELSA). If you own an ELSA certificated under 14 CFR part 21, § 21.191(i)(2), and it has not been modified, conduct a test flight as per the operations manual in an assigned flight test area for a minimum of 5 hours. This applies for all categories and classes of light-sport aircraft (LSA) to determine aircraft controllability throughout its design limits.
2.1.12 B est Practices for Flight Testing After Modifying an Experimental Amateur- Built (E-AB) Aircraft. Before considering any modification to an aircraft previously issued an experimental certificate for the purpose of operating amateur-built aircraft, there are two things you need to consider. First is the level of modification; the other is the corresponding flight testing required for the modification. When considering the level of modification, you should first check the E-AB operating limitations. They will detail what, if any, reporting requirements there are for a given modification. This is especially important when the E-AB modification approaches the same level of a major change to the type design of a type certificated aircraft as defined in § 21.93. Usually the owner of the E-AB aircraft is required by the aircraft operating limitations to notify the responsible
2-10 FSDO following a “major change” as defined by § 21.93. This regulation states that a minor change is “one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product.” All other changes are “major changes.” According to the operating limitations issued for the aircraft, the corresponding flight testing for a major change will require at least 5 hours minimum of supplemental Phase I flight testing be completed to comply with § 91.319(b). The aircraft owner then obtains concurrence from the FSDO as to the suitability of the proposed test area.
2.1.12.1 Flight testing in some form is advisable following any modification to the aircraft. Not only will a structured series of test flights reveal any malfunctions or unintended consequences associated with a modification, but it will also allow the pilot to become familiar with the operation of the aircraft after a given change before returning to “operational” flying. For example, flight testing a new instrument will verify its proper operation and ensure the pilot understands how to use it. This is important to accomplish before operating the aircraft in a situation where the proper operation of the instrument may affect the safe outcome of a flight.
2.1.12.2 Flight testing after a modification that is not considered a major change is at the sole discretion of the owner or pilot, so it may or may not be as formal as Phase I. In general, however, the owner or pilot should conduct it in uncongested airspace local to an airport, to keep distractions at a minimum.
Carrying passengers not involved with the flight test should be avoided;
however, because this is not Phase I testing, a passenger may be carried to monitor aircraft systems or perform other functions relevant to the purpose of the flight, if appropriate. As with any test flight, there should be a clear plan with clear objectives.
2.1.12.3 It is important to note that, while some modifications are neither mandatory nor necessary to report to the FSDO, you should document all changes appropriately. The aircraft maintenance records should be updated with the date the work was completed, the hours in service of the components affected, and the total hours on the aircraft noted in the records along with the changes performed and the equipment added or removed. The aircraft’s W&B data and equipment list should also be updated. Note the areas that affect operational differences in the flight manual. In situations where the changes affect installed or required placards and decals, they should be in place before flying with the new configuration.
2.1.12.4 If the major change includes installing a different type of engine
(e.g., reciprocating to turbine) or a change of a fixed-pitch propeller from or to a controllable pitch propeller, the aircraft owner completes a revised FAA Form 8130-6, Application for U.S. Airworthiness Certificate, to update the aircraft’s file in the FAA Aircraft Registration Branch. All operations are to be conducted under day visual flight rules (VFR) and over sparsely populated
2-11 areas. The aircraft remains in flight test for a minimum of 5 hours as specified in the operating limitations issued for the aircraft.
2.1.12.5 At the completion of flight testing, a statement with the results should be posted in the aircraft maintenance records. Changes should be incorporated into the AOH and other affected records. The statement should, at a minimum, state the scope of the changes, the tests performed along with the results. The total hours as of that date on the aircraft should be included, and the aircraft declared to be in a condition for safe operation.
2.1.13 Modifying ELSAs. All alterations, modifications, and additions or deletions to your ELSA are approved in writing by the LSA kit manufacturer and recorded in the aircraft records before issuance of your aircraft’s experimental certification for the purpose of operating LSA under § 21.191(i)(2).
2.1.13.1 Additionally for a major change to your ELSA (such as an alteration, modification, addition, or deletion), the FAA has the authority under § 91.319(i) to modify your ELSA operating limitations with special restrictions for flight testing due to the aircraft modification.
2.1.13.2 Following any major change, your ELSA is assigned to a flight test area for an appropriate time to conduct a flight test and evaluate that your aircraft is in a condition for safe operation. The guidance baseline for this testing is 5 hours of flight time within the flight test area. The FAA may prescribe any additional limitations and/or flight time within the flight test area deemed necessary in the interest of safety.
2-12 SECTION 2. AIRPORT SELECTION
2.2 Objective. To select an airport to test fly the aircraft.
2.2.1 Flight Test Areas. It is important to remember the requirements of § 91.305, which require that no person may flight test an aircraft except over open water or sparsely populated areas having light air traffic.
2.2.2 Runway A lignment. The airport should have one runway aligned into the prevailing wind with no obstructions on the approach or departure end. Hard surface runways should be in good repair and well maintained to avoid foreign object damage (FOD) to the propeller and landing gear. Grass fields should be level with good drainage. Avoid airports in densely populated or developed areas and those with high rates of air traffic. The runway should have the proper markings with a windsock or other wind direction indicator nearby.
2.2.3 Ideal Runway. The ideal runway at sea-level elevation should be at least 4,000 feet long and 100 feet wide. For each 1,000-foot increase in field elevation, add 500 feet to the runway length. If testing a high-performance aircraft, the airport’s runway at sea level should be more than 6,000 feet long and 150 feet wide for a wider margin of safety. You should factor other considerations, such as power-to-weight ratio, wing design, and density altitude, into the equation for picking the best runway for the initial flight testing.
You can also use the chart in Figure 2-4.
2-13 Figure 2-4. Runway Length Chart Takeoff Distance in feet A - Distance to takeoff at minimum smooth lift-off speed, fly for 5 seconds at that speed without climbing, land, and stop straight ahead.
B - Distance to reach minimum smooth lift-off speed.
C - Distance covered in 5 seconds of flight at minimum smooth lift-off speed.
D - Distance to stop from minimum smooth lift-off speed (includes air and ground distance).
E - Distance to takeoff at slow approach speed and climb thereafter at an angle of 1 in 20 to 50 ft. altitude, this distance will allow most airplanes to accelerate to normal climb speed before crossing end of runway.
2.2.4 Emergency Fields. Identify emergency landing fields located within gliding distance from anywhere in the airport pattern altitude. Since engine failures are second only to pilot error as the major cause of amateur-built aircraft accidents, preparations for this type of emergency should be a mandatory part of the flight test plan.
2.2.5 Communications. You should perform flight tests from an airport with an active Universal Communications frequency (UNICOM) or tower, even if the aircraft either doesn’t have an electrical system or doesn’t have a radio. Even at an uncontrolled field, you should develop a communications base. For both situations, the FAA recommends a handheld radio with aviation frequencies and a headset with a microphone and a push-to-talk switch. Good radio communications improves the overall level of safety and reduces cockpit workload.
2.2.6 Physical Space. The FAA recommends you also consider the availability of hangar space and ramp areas. These facilities will provide protection from inclement weather and vandalism while the aircraft is being tested, maintained, and inspected.
2.2.7 Safety. T he airport should have a telephone and firefighting equipment complying with relevant municipal codes.
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2.2.8 L ocal Management . Explain the flight test program and emergency plans to the airport manager or owner who may help you obtain temporary hangar space, provide ground/air communications, and supply emergency equipment for use during the flight test.
SECTION 3. EMERGENCY PLANS AND EQUIPMENT
2.3 Objective. To develop a flight test plan with two sets of emergency plans; one for in-flight emergencies and another for ground emergencies.
2.3.1 In-F light Emergencies . Your in-flight emergency plan should address the following:
1. Complete or partial engine failure, especially after takeoff.
2. Flight control problems and severe out-of-rig conditions.
3. Fire in the engine compartment or cockpit.
2.3.2 G round Emergencies. The ground emergency plan should train the ground crew and/or airport fire department crash crew on, as applicable:
1. T he air craft canopy or cabin door latching mechanism.
2. The pilot’s shoulder harness/seatbelt release procedure.
3. The location and operation of the fuel shut-off valve.
4. The master switch location and its OFF position.
5. The magneto switch location and its OFF position.
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6. Engine cowling removal procedures to gain access to the battery location or for firefighting.
7. The battery location and disconnect procedures.
8. Fire extinguisher application and use.
9. How to secure a ballistic parachute system.
2.3.3 Ground Crew. A minimum ground crew of two experienced persons should support every test of an amateur-built aircraft. Your ground crew’s function is:
1. To ensure that the aircraft is in airworthy condition for safe operation.
2. To provide assistance to the test pilot in an emergency.
2.3.4 The Airport.
2.3.4.1 If the airport does not have a fire rescue unit, the FAA suggests the ground crew have a four-wheel-drive vehicle equipped with a portable radio, first aid kit, metal-cutting tools, and a fire extinguisher. At least one person should have completed first aid training.
2.3.4.2 If the airport provides a fire rescue unit, the test pilot should ensure the rescue unit and the ground crew are trained and competent in performing ground emergency functions as identified in the flight test plan.
2.3.4.3 For a small donation, some local volunteer fire and rescue companies may provide standby crew during the initial critical portions of the flight test phase.
2.3.5 Hospital Location. The ground crew should know the location and telephone numbers of the hospitals and fire rescue squads in the vicinity of the airport and the flight test area. If the test pilot is allergic to specific medications, or has a rare blood type, the test pilot should carry or wear a medical alert bracelet or card to alert medical personnel of the condition.
2.3.6 F ire Extinguisher. Fire extinguishers should be available to the ground crew, and a fire extinguisher should be securely mounted in the cockpit within easy reach of the test pilot.
A fire axe, or other tool capable of cutting through the canopy, also should be in the cockpit.
2.3.7 F ire Protection . There is always danger of a flash fire during test flights. To prevent burns, the pilot should wear an aviation/motorcycle helmet, NOMEX coveralls/gloves, and smoke goggles. If NOMEX clothing is not available, cotton or wool clothing will offer some protection from heat and flames. Pilots should never wear nylon or polyester clothing because synthetic materials melt when exposed to heat and will stick to the skin.
2.3.8 P ilot Protection . A modern aviation/motorcycle helmet, a properly installed shoulder harness, a well-designed seat, a clean cockpit design free of protruding components/sharp
2-16 edges, NOMEX clothing, smoke goggles, and a memorized emergency plan ensure safety during flight testing.
2.3.9 Parachute. The decision to wear a parachute depends on the type of aircraft you are testing. Some aircraft have forward hinged canopies without quick release pins, or have pusher propellers, increasing the chance of injury to the pilot while exiting the aircraft.
Other aircraft designs may pose no exit problems. If the pilot decides to wear a parachute, check that a qualified parachute rigger has packed the parachute within 180 days. Ensure that the parachute has not been exposed to rain/moisture and, when worn, does not interfere with cockpit management. The test pilot should be thoroughly trained on how to exit the aircraft and deploy the parachute.
2.3.10 B allistic Parachutes . Ballistic parachutes are the latest development in dealing with in-flight emergencies. A ballistic parachute is attached to the aircraft and when activated, lowers the whole aircraft and the pilot to the ground at the rate of descent of about 20 feet per second or about 1,200 feet per minute.
2.3.10.1 Deployment Scenarios. You might deploy a ballistic parachute in case of:
1. Structural failure.
2. Mid-air collision.
3. Stall/spin.
4. Loss of control/icing.
5. Engine failure over bad terrain.
6. Pilot incapacitation.
2.3.10.2 Installation Considerations. You should consider the following when installing a ballistic parachute:
1. Match the parachute to the aircraft’s size, weight, and never-exceed speed (VNE). Check with the parachute manufacturer.
2. How to position and mount the parachute.
3. The parachute’s effect on the aircraft’s W&B before deployment and aircraft’s touchdown attitude after deployment.
4. Compatibility of the opening loads and the aircraft’s structural design limits.
5. The routing of the bridle and harness.
6. The routing of the activating housing.
7. The placement of the activating handle in the cockpit.
8. Incorporation of parachute deployment procedures in the in-flight emergency plan and emergency checklist.
9. The deployment time, from activation to full parachute opening.
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2.3.10.3 Inspection Recommendations. If a ballistic parachute is installed, the builder should add the appropriate ballistic parachute inspection items to the aircraft’s preflight inspection checklist. The builder also should add the ballistic parachute manufacturer’s repack/refitting schedule and maintenance inspections to the flight manual and the annual condition inspection checklist.
SECTION 4. TEST PILOT
2.4 Objective. Select a qualified individual as the test pilot.
2.5 General. The test pilot should be competent in an aircraft of similar configuration, size, weight, and performance to the test aircraft.
2.6 Test Pilot Requirements.
2.6.1 Minimum Qualifications. A test pilot should meet the following minimum qualifications:
1. Physically fit: Test flying an aircraft is a stressful and strenuous task.
2. No alcohol or drugs in the last 24 hours.
3. Rated, current, and competent in the same category and class as the aircraft being tested.
4. Current medical and biennial or flight review as appropriate, or a current United States Ultralight Association (USUA) certification and flight review, if flight testing an ultralight vehicle.
2.6.2 Suggested Test Pilot Flight Time Experience. Each test pilot assesses if their level of competency is adequate, or if additional flight training is necessary. If you determine you are not qualified to flight test an unproven aircraft, find someone who is qualified. The following suggested number of flight hours is only an indication of pilot skill, not an indicator of pilot competence.
1. One hundred hours solo time before flight testing a kit plane or an aircraft built from a time-proven set of plans.
2. Two hundred hours solo time before flight testing a unique design or high-performance aircraft.
3. A minimum of 50 takeoffs and landings within the preceding 90 days in a tailwheel aircraft if the test aircraft is tailwheel equipped.
2.6.3 Pilot Recommendations. The test pilot should:
2.6.3.1 Be familiar with the airport and the surrounding terrain that could be used for emergency landing fields in the area.
2.6.3.2 Talk with and, if possible, fly with a pilot in the same kind of aircraft to be tested; to facilitate the receipt of type-specific training in these aircraft, the EAA maintains a list by state of instructors who hold a Letter of Deviation
2-18 Authority (LODA). The experimental aircraft model used by the instructor for the purposes of type-specific training is also listed. This list changes often and can be found at https://www.eaa.org/eaa/pilots/letters- of-deviation-authorityholders-loda-holders.
2.6.3.3 Take additional instruction in similar TC’d aircraft, as addressed in AC 90-109, Transition to Unfamiliar Aircraft. For example, if the aircraft to be tested is tailwheel equipped, a Bellanca Citabria or Super Cub may be appropriate for training. For testing an aircraft with a short wingspan, the Grumman American Yankee or Globe Swift may be suitable for training.
2.6.3.4 F or amateur aircraft built from commercial kit manufacturers, consider using an additional pilot, as referenced in AC 90-116.
2.6.3.5 Be considered competent when the test pilot has demonstrated a high level of skill in all planned flight test maneuvers in aircraft with performance characteristics similar to the test aircraft.
2.6.3.6 Study the ground and in-flight emergency procedures developed for the aircraft and practice them in aircraft with similar flight characteristics.
2.6.3.7 Have logged a minimum of 1 hour of training in recovery from unusual attitudes within 45 days of the first test flight.
2.6.3.8 Have logged a minimum of 10 tailwheel takeoff and landings within the past 30 days, if appropriate.
2.6.3.9 Study the performance characteristics of the aircraft to be tested. Refer to the designer’s or kit manufacturer’s instructions, articles written by builders of the same make and model aircraft, and study actual or video tape demonstrations of the aircraft.
2.6.3.10 Review the FAA and NTSB accident reports for the same make and model aircraft to be aware of problems the aircraft has experienced during previous operations (see Appendix B for th e address).
2.6.3.11 Memorize the cockpit flight controls, switches, valves, and instruments. A thorough knowledge of the cockpit will result in controlled and coordinated mental and physical reactions during emergencies.
2.6.3.12 Use checklists for both normal and emergency actions and procedures. The Emergency procedures should be also memorized. Add additional notes on the instrument panel to aid in their use if necessary.
Note: The EAA has developed a Flight Advisor Program which offers builders/pilots assistance in performing a self-evaluation of the flight test program and/or selection of the test pilot. To obtain additional