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.
2-14
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.
2-15
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.
2-17
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
2-19 information, refer to the following EAA web page: https://www.eaa.or g/eaa/aircraft-building/volunteer-assistance/eaa-flight-advisors.
SECTION 5. MEDICAL FACTS FOR PILOTS
2.7 Objective. Identify well-known medical causes for aircraft accidents and stress the importance of a personal preflight checklist in addition to an aircraft preflight checklist.
2.7.1 A lcohol. Test flying an aircraft places additional mental and physical demands on t he pilot. In addition to the 8-hour requirement of § 91.17, the FAA strongly recommends a minimum of 24 hours between the last drink and the test flight. This is because small amounts of alcohol in the bloodstream can affect judgment and reaction time, and decrease a pilot’s tolerance to hypoxia.
2.7.2 Anesthetics. Local and dental anesthetic can affect a pilot’s performance in many adverse ways. The FAA recommends that a minimum of 48 hours elapse from the time of anesthesia to the time the pilot climbs into the cockpit.
2.7.3 Blood Donations. If you donate 1 unit or 500 mL of blood or less, the FAA recommends that you do not pilot an aircraft for 24 hours; if you give more than 1 unit or more than 500 mL, the FAA recommends that you do not pilot an aircraft for 72 hours. Although the physical effects may not be noticeable at sea level, they will become apparent when flying at higher altitudes.
2.7.4 Carbon Monoxide (CO). CO is a colorless, odorless, tasteless gas that is always present in engine exhaust fumes. CO prevents oxygen absorption by the blood, and exposure to the gas creates vision problems, headaches, disorientation, and diminished rational thinking. Refer to the FAA Civil Aerospace Medical Institute (CAMI) Aerospace Medical Education Division’s brochure titled “Carbon Monoxide: A Deadly Menace.”
2.7.5 Drugs. Similar to alcohol, illegal drugs will reduce or impair judgment and affect reflexes and hand/eye coordination. Prescription drugs and over-the-counter remedies may be dangerous when combined with flying. The FAA recommends that all pilots who take medication consult with an Aviation Medical Examiner (AME) to understand the medication’s effects on their ability to think and react while in the cockpit.
2.7.6 Ear and Sinus Pain.
2.7.6.1 Ear and sinus pain is usually caused by the eardrum or sinuses failing to equalize the air pressure during a descent. Blocked ears and sinuses can be caused by a head cold. The pain can be considerable and is most noticeable during descents. For ear blockages try yawning, swallowing, or chewing gum which may give some relief. The Valsalva procedure (pinch the nose, close the mouth, and try to force air through the nostrils) can be effective in reducing ear and sinus pain.
2-20
2.7.6.2 If ear blockage occurs during flight, try climbing back to a higher altitude— lower air pressure—until the pain lessens. Then begin a gradual rate of descent, giving the ears and sinuses time to adapt to the increasing pressure.
2.7.6.3 After landing, nasal sprays will give some sinus pain relief. To relieve ear pain, wet paper towels with hot water and place in the bottom of two cups.
Hold the cups over the ears—the warmth will help ease the inflamed tissues and reduce the pain. If pain continues, see a doctor.
Note: The best way to avoid this problem is not to fly with a head cold, upper respiratory infection, or nasal allergic condition. Be advised that some nasal and oral decongestants could be ineffective at altitude and have side effects such as drowsiness that can significantly impair pilot performance. Again, consult with an AME to understand the effects of medication before flying.
2.7.7 F atigue. Fly only when healthy, fit, and alert. Mental and physical fatigue will generally slow down a pilot’s reaction time and affect decision making and attention span. Lack of sleep is the most common cause of fatigue, but family and business problems can create mental fatigue which can have the same effects on the pilot as lack of sleep.
2.7.8 Flicker Vertigo. L ight, when flashing at a frequency between 4 to 29 cycles per second, can cause a dangerous physiological condition in some people called flicker vertigo.
These conditions range from nausea and dizziness to unconsciousness or even reactions similar to an epileptic episode. When heading into the sun, a propeller cutting the light may produce this flashing effect. Avoid flicker vertigo, especially when the engine is throttled back for landing. To alleviate this when the propeller is causing the problem, frequently change engine revolutions per minute (rpm). When flying at night and the rotating beacon is creating flicker vertigo, turn it off.
2.7.9 Underwater Diving. N ever fly immediately after scuba diving. Always allow 24 hours to elapse before flying as a pilot or a passenger in order to give the body sufficient time to rid itself of excessive nitrogen absorbed during diving.
2.7.10 Stress. Stress from the pressures of a job and everyday living can impair a pilot’s performance, often in subtle ways. A test pilot may further increase the stress level by setting unreasonable test flying schedules in order to meet an arbitrary “done by date.”
Stress also may impair judgment, inducing the pilot to take unwarranted risks, such as flying into deteriorating weather conditions or flying when fatigued to meet a self-imposed deadline.
2-21 SECTION 6. TRANSPORTING THE AIRCRAFT TO THE AIRPORT
2.8 Objective. Reduce damaging the aircraft in transit.
1. Use a truck or flatbed truck/trailer large enough to carry the aircraft and the additional support equipment.
2. If the aircraft wings are removable, build padded jigs, cradles, or fixtures to hold and support them during the trip to the airport.
3. Secure the fixtures to the truck/trailer, and then secure the wings to the fixture.
4. Use two or more ropes at each tiedown point.
5. Use heavy moving pads used for household moves to protect the wings and fuselage.
Most rent-a-truck firms offer them for rental.
6. During the planning stage, obtain applicable permits and follow the local ordinances for transporting an oversized load. Ask the local police if they can provide an escort to the airport.
7. Brief the moving crew thoroughly before loading and unloading the aircraft.
8. Ensure the designated driver has recent experience driving a truck/trailer and is familiar with the roads to the airport.