Par 10-3 Page 98 SECTION 2. AIRPORT SELECTION
10-3. OBJECTIVE. To choose an airport to test fly the ultralight.
a. Most ultralights are flown out of unimproved grass strips. Before test flying the ultralight from one of these locations ensure that a windsock or even a flag is installed nearby to give some indication of the wind direction and speed.
b. Carefully examine each airstrip. Note and record in the FLIGHT-TEST PLAN the surrounding terrain, man-made structures, power lines, phone wires, and trees. Record the probability of these factors contributing toward or causing mechanical turbulence during certain times of the day, or presenting a hazard to flight in other ways.
c. Make sure that the strip is orientated towards the prevailing winds. Before selecting a strip, make certain emergency strips are located close-by in case of engine failure.
SECTION 3. TAXIING
10-4. GENERAL. As explained in Chapter 2, taxiing should be designed and conducted to achieve the FLIGHT-TEST PLAN goals. In addition to identifying the ultralight’s ground handling characteristics at low and high taxi speeds, braking, monitoring engine operation, and developing pilot proficiency, the FLIGHT-TEST PLAN should consider developing the following:
a. Cross-wind handling characteristics during taxi.
b. Addressing the ultralight’s response to rapid changes in power (tractor design versus pusher).
c. Practice the procedures for starting and stopping the engine.
NOTE: When taxiing a nose-gear ultralight, the input response on the rudder bar will be positive, similar to a car. If operating a tail dragger design, anticipate an initially larger input with a decreasing amount of pressure upon entering the turn. If the pilot is slow in getting the pressure off, the larger moment arm-main gear to the tail versus main gear to the nose wheel-will set the ultralight up for a ground loop.
SECTION 4. FIRST FLIGHT DIFFERENCES “Fly as if angels are watching you and taking notes.”
Dr. Anthony Romanazzi, DMD and Ultralight pilot (1994)
10-5. USE OF POWER. One of the biggest differences between a general aviation aircraft and an ultralight is the effect very quick changes in power can have on aircraft speed. In a lightweight aircraft, it is possible to go from cruise speed to a stall in less than 4 seconds. This is due to the low-mass, high-drag configuration, and smaller speed range characteristic of the
Par 10-5 Page 99 majority of ultralights. To avoid unplanned stalls, make small power reductions over a longer time period while always monitoring the airspeed.
10-6. CONTROL FEEL. Due to the slow cruise speed and lower weight of ultralights, their flight controls feel light or sensitive. Once the flight control input has been made, however, the rate of response tends to be slower than inputs on faster and heavier aircraft.
10-7. STALLS. Because of their high angle of dihedral, most ultralight stalls tend to be straight forward, particularly during a power-off stall. These ultralights experience little airframe buffeting. The only stall indications the pilot may recognize are the ultralight’s slowed forward movement, a rapid decrease in altitude, and controls that are suddenly mushy and mostly ineffective.
10-8. STEEP TURNS. When performing steep turns in an ultralight, the increasing weight (G load) and high drag tends to bleed off energy very quickly. The pilot must monitor the airspeed to avoid inadvertently setting up a stall/spin scenario.
SECTION 5. EMERGENCY PROCEDURES
10-9. ENGINE FAILURES. The single most common emergency in ultralight and amateur-built aircraft is engine failure. When an engine fails, FLY THE ULTRALIGHT! Push the nose down to maintain airspeed, pick the landing field, and try to land into the wind.
a. If the pilot knows the cause of the engine failure (e.g., failure to change tanks) and can easily fix it in flight, they should do so. Do not focus all attention on restarting the engine. If preoccupied with the restart, the pilot may be distracted from flying the ultralight, inadvertently allowing the airspeed to bleed off, and setting the ultralight up for a stall/spin.
b. The best way to prepare for an engine out procedure is to practice, practice, and practice until the real thing is a non-event.
10-10. LOSS OF CONTROL. Another emergency procedure the FLIGHT-TEST PLAN should address is sudden loss of a control function such as ailerons/spoilers (roll), rudder (yaw), or elevator (pitch). In all emergency situations, all corrective control movements should be small and slowly initiated.
a. Loss of rudder authority or a jammed rudder can usually be overcome with opposite aileron. Be advised this is a cross control situation. Large or rapid control inputs could initiate a stall/spin maneuver, especially when the ultralight is in a landing configuration and/or operating at a low airspeed.
b. Loss of ailerons authority usually can be overcome with rudder. The turns should be shallow while avoiding rudder inputs that would generate large yawing movements.
c. Loss of the elevator is the most serious loss of control function a pilot can experience.
If the elevator is jammed in one position, or remains in a trail position behind the horizontal stabilizer, the pilot must experiment with engine power to determine whether an increase in power will raise or lower the nose.
Par 10-11 Page 100
10-11. CATASTROPHIC FAILURE.
a. The chance of loss of life or personal injury due to a catastrophic failure of the ultralight can be reduced with a ballistic recovery system (see Chapter 1, Section 3). If control of the ultralight cannot be regained, and the ultralight is equipped with a ballistic parachute, deploy the parachute before running out of time and altitude.
b. The pilot must be sure that activation of the parachute is a better choice than any other options available. Once the canopy is deployed, the pilot becomes a passenger.
c. Even with a canopy deployed, however, the pilot must remain alert to the danger of power lines, trees, rocks, water, and highways below which may obstruct his/her attempt to safely land.
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION AIRCRAFT IDENTIFICATION:
TYPE/SN.
ENGINE MODEL/SN.
N NUMBER
PROPELLER MODEL/SN.
PROPELLER
TOTAL TIME
A/F TOTAL TIME ENGINE TOTAL TIME
OWNER GENERAL:
S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
REGISTRATION/AIRWORTHINESS/OPERATION LIMITATIONS
AIRCRAFT IDENTIFICATION PLATES INSTALLED
EXPERIMENTAL PLACARD INSTALLED
WEIGHT AND BALANCE/EQUIPMENT LIST (updated for each flight)
RADIO LICENSE WINGS:
REMOVE INSPECTION PLATES/FAIRINGS
GENERAL INSPECTION OF THE EXTERIOR/INTERIOR WING
FLIGHT CONTROL BALANCE WEIGHTS FOR SECURITY
FLIGHT CONTROL PROPER ATTACHMENT (NO SLOP)
FLIGHT CONTROL HINGES/ROD END BEARINGS
FLIGHT CONTROLS PROPERLY RIGGED/PROPER TENSION
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
INSPECT ALL CONTROL STOPS FOR SECURITY
TRIM CONTROL PROPERLY RIGGED
TRIM CONTROL SURFACES/HINGES/ROD END BEARINGS
FRAYED CABLES OR CRACKED/FROZEN/RATCHETING
PULLEYS
SKIN PANELS DELAMINATE/VOIDS (COIN TEST)
POPPED RIVETS/CRACKED/DEFORMED SKIN
FABRIC/RIB STITCHING/TAPE CONDITION
LUBRICATION
WING ATTACH POINTS
FLYING/LANDING WIRES/STRUTS FOR SECURITY
CORROSION
FOR U/L AIRCRAFT CHECK
FLIGHT CONTROL BOLTS/PINS FOR SAFETY AND
WING/STRUT/CABLE ATTACHMENTS AND HARDWARE FOR
SAFETY AND CONDITION
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U FUEL SYSTEM:
CORROSION
FUEL LINES FOR CHAFING/LEAKS/SECURITY/CONDITION
SUMP ALL FUEL TANKS FOR WATER OR DEBRIS
FUEL CAPS FOR SECURITY
FUEL PLACARD
FUEL VALVE/CROSS FEED/FOR OPERATION AND SECURITY
CLEAN FUEL FILTERS/GASCOLATOR/FLUSH SYSTEM
INSPECT FUEL TANK VENT SYSTEM
LANDING GEAR:
INSPECT STRUTS/TORQUE LINKS FOR ATTACHMENT
INSPECT STRUTS FOR PROPER EXTENSION
INSPECT FOR HYDRAULIC LEAKS
CHECK ALL BUSHINGS FOR WEAR/FREE PLAY
CHECK LUBRICATION
INSPECT WHEELS FOR ALIGNMENT
WHEEL/TIRES FOR CRACKS AND SERVICEABILITY
WHEEL BEARINGS FOR LUBRICATION
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
INSPECT FOR CORROSION
INSPECT NOSE GEAR FOR CRACKS AND TRAVEL
INSPECT TAIL WHEEL FOR CRACKS AND TRAVEL
PERFORM GEAR RETRACTION TEST/CHECK INDICATOR LIGHTS
EMERGENCY GEAR RETRACTION SYSTEM
CHECK TIRE PRESSURE
BRAKE LINING WITHIN LIMITS
BRAKE DISKS FOR CRACKS, WEAR, AND DEFORMITY
BRAKE HYDRAULIC LINES FOR LEAKS AND SECURITY
FUSELAGE:
REMOVE INSPECTION PLATES AND PANELS
INSPECT BULKHEADS AND STRINGERS FOR POPPED RIVETS
INSPECT FOR DELAMINATED SKIN/VOIDS (COIN TEST)
INSPECT THE SECURITY OF ALL INTERNAL LINES
INSPECT WINDOWS/CANOPY FOR CRACKS AND FIT
INSPECT DOOR OR CANOPY LATCHING MECHANISM
INSPECT FIRE WALL FOR DISTORTION AND CRACKS
INSPECT RUDDER PEDALS AND BRAKES FOR OPERATION
AND SECURITY
INSPECT BEHIND FIREWALL FOR LOOSE WIRES AND
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
CHECK CONTROL STICK/YOKE FOR FREEDOM OF
CHECK FLAP CONTROL OPERATION
CHECK CABLE AND PULLEYS FOR ATTACHMENT AND
OPERATION
PERFORM FLOODLIGHT CARBON MONOXIDE TEST
ENSURE THE COCKPIT INSTRUMENTS ARE PROPERLY MARKED
INSPECT INSTRUMENTS, LINES, FOR SECURITY
CHECK/CLEAN/REPLACE INSTRUMENT FILTER
INSPECT COCKPIT FRESH AIR VENTS/HEATER VENTS FOR
OPERATION AND SECURITY
INSPECT SEATS, SEAT BELTS/SHOULDER HARNESS FOR
SECURITY AND ATTACHMENT
CORROSION
CHECK BALLISTIC PARACHUTE INSTALLATION PER
MANUFACTURER
RECOMMENDATIONS
EMPENNAGE/CANARD
REMOVE INSPECTION PLATES AND FAIRINGS
INSPECT CANARD ATTACH POINTS FOR SECURITY
INSPECT VERTICAL FIN ATTACH POINTS
INSPECT ELEVATOR/STABILIZER ATTACH POINTS
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
INSPECT HINGES/TRIM TABS/ROD ENDS FOR ATTACHMENT
INSPECT EMPENNAGE/CANARD SKIN FOR
INSPECT ALL CONTROL CABLES, HINGES AND PULLEYS
INSPECT ALL CONTROL STOPS FOR ULTRALIGHT:
CHECK ALL ATTACHMENT POINTS AND CONTROL FOR
SAFETY CONDITION
ENGINE:
PERFORM COMPRESSION TEST #1 ___ #2 ___ #3 #4 #5 #6
CHANGE OIL AND FILTER (CHECK FOR METAL)
INSPECT IGNITION HARNESS FOR CONDITION AND
CHECK IGNITION LEAD CIGARETTES FOR
CLEAN AND GAP SPARK PLUGS
CHECK MAGNETO TIMING/POINTS/OIL SEAL/DISTRIBUTOR
INSPECT ENGINE MOUNT/BUSHINGS
INSPECT ENGINE MOUNT ATTACHMENT BOLT TORQUE
INSPECT ALTERNATOR/GENERATOR ATTACHMENT
CHECK ALTERNATOR/GENERATOR BELT CONDITION
INSPECT CYLINDERS FOR CRACKS/BROKEN FINS/EXHAUST
INSPECT ENGINE BAFFLES FOR CRACKS/CONDITION
CHECK FOR OIL LEAKS INSPECT VACUUM PUMP AND LINES
INSPECT OIL VENT LINES
INSPECT ALL CABIN HEAT/CARB HEAT/DEFROSTER DUCTS
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
INSPECT CARBURETOR FOR SECURITY & CLEAN INLET
INSPECT INTAKE HOSES/SEALS FOR SECURITY/LEAKS
INSPECT THROTTLE/MIXTURE/CARB HEAT/CONTROL FOR
PROPER TRAVEL AND SECURITY
INSPECT CARB HEAT AIR BOX FOR CRACKS/OPERATION
INSPECT CONDITION OF FLEXIBLE FUEL AND OIL LINES
INSPECT OIL COOLER FOR LEAKS AND CONDITION
CHECK EXHAUST SYSTEM FOR ATTACHMENT & CONDITION
CHECK MUFFLER/INTERNAL BAFFLE/FOR SECURITY
CHECK EXHAUST PIPES/FLANGES FOR SECURITY &
REPACK EXHAUST GASKETS AS REQUIRED
CHECK COWLING FOR CRACKS AND SECURITY FOR ULTRALIGHT:
CHECK CARB BOOTS ON 2-CYCLE ENGINES FOR CRACKS
CHECK SAFETIES ON EXHAUST SPRINGS PERFORM 2-CYCLE COMPRESSION TEST TO CHECK SEALS
ENSURE SPARK PLUG CAPS ARE SAFETIED ON INVERTED
PROPELLER:
CHECK SPINNER AND BACK PLATE FOR CRACKS
INSPECT FOR CRACKS/STONE DAMAGE/NICKS
CHECK FOR DELAMINATION (WOOD/COMPOSITE BLADES)
CHECK PROP BOLTS TORQUE/SAFETY WIRE
CHECK FOR OIL LEAKS (CRANKCASE NOSE SEAL)
GREASE LEAKS (CONSTANT SPEED PROP)
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
CHECK PROPELLER GOVERNOR FOR LEAKS AND
CHECK PROP TRACK
CHECK PROP BALANCE (WOOD PROP)
ELECTRICAL
SPARE FUSES AVAILABLE
BATTERY SERVICED AND FREE FROM CORROSION
BATTERY BOX FREE FROM CORROSION
ELT BATTERY FREE FROM CORROSION AND CURRENT
CHECK LANDING LIGHT OPERATION
CHECK POSITION LIGHTS OPERATION
CHECK ANTI COLLISION LIGHT FOR OPERATION
INSPECT ALL ANTENNA MOUNTS AND WIRING FOR
CHECK ALL GROUNDING WIRES (ENGINE TO AIRFRAME, WING TO AILERON/FLAP, ETC.)
INSPECT RADIOS/LEADS/WIRES FOR ATTACHMENT &
SECURITY
INSPECT CIRCUIT BREAKERS/FUSES PANELS FOR
OPERATIONAL INSPECTION:
VISUAL INSPECTION OF THE ENGINE/PROPELLER
ALL INSPECTION PANELS AND FAIRINGS SECURE
PERSONNEL WITH FIRE BOTTLE STANDING BY
BRAKE SYSTEM CHECK
PROPER FUEL IN TANKS
ENGINE START PROCEDURES
Appendix 1 APPENDIX 1. SAMPLE CHECKLIST FOR A CONDITION INSPECTION (Continued) S = SATISFACTORY U = UNSATISFACTORY (correct all unsatisfactory items prior to flight) Builder/Inspector
S U S U
OIL PRESSURE/OIL TEMPERATURE WITHIN LIMITS
VACUUM GAUGE CHECK
MAGNETO CHECK/HOT MAG CHECK
IDLE RPM/MIXTURE CHECK
STATIC RPM CHECK
ELECTRICAL SYSTEM CHECK
COOL DOWN PERIOD/ENGINE SHUT DOWN
PERFORM OIL, HYDRAULIC, AND FUEL LEAK CHECK PAPERWORK: