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Section3 Flight Test

Test

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Section3 Flight Test

Test

Uploaded by

Omri Amaya

Available Formats

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http://aerocad2.

com
Plans-Built 4 seat Canard Aircraft
SHAREWARE AGREEMENT
This electronic document is one of the documents, which together constitute the instructions to build an AeroCanard Aircraft. You are free to copy and
distribute this document provided that you do not charge a fee for its distribution, you do not modify it in any way, and you include this shareware agreement
with the distributed copy.
You may download a complete set of documents representing all the chapters of the AeroCanard plans from http://aerocad2.com. If you received this
document from another source it is advisable to check this web site for updates before commencing work on the project.
The chapter documents contain all the instructions required to build either an AeroCanard or AeroCanard SB including a complete bill of materials,
training in the methods and techniques needed, and detailed step-by-step descriptions of each stage of the construction. Reading these documents will give
you a very good idea of the complexity and size of the project you are getting into. If you decide to proceed and build one of these beautiful high-speed 4
seat aircraft you will need the hardcopy drawings and templates, which are NOT shareware. The drawings and templates showing the exact dimensions and
precise curves for the various parts may be purchased from http://aerocad2.com
A common statement made by those who have completed and are now flying their own canard plans-built airplane is:
The only thing I regret is not starting sooner
What is an AeroCanard?
The AeroCanard is a 4 seat canard type aircraft with a Lycoming LIO360 engine. It has a 1000-mile range and typically cruises at over 200 mph on less than
10 gallons per hour. The AeroCanard SB has a smaller body width at the rear seats. The plans include instructions for building either aircraft. There are
literally thousands of canard aircraft similar to the AeroCanard flying all over world, and thousands more under construction. You can meet some of the
people flying and building canards at http://canardaviationforum.dmt.net/ or at the many fly-in meetings held around the world.
This highly efficient, fast, composite airplane can be built by one person in a garage or small workshop in as little as 18 months. All the training needed to
master the techniques required is included in the instructions.
What Does It Cost?
The plans are free. You need the hard copy drawings and templates from http://aerocad2.com which, at the time of writing, are $199. This fee may change.
While it is possible to save money with bulk purchases and some used parts, the costs to build are typically:
Airframe: $15,000
Engine: $15,000
Avionics: $15,000
TOTAL: $45,000
Costs can be spread over the building period purchasing materials and parts to suit your own cash flow. Many builders construct canard airplanes in evenings and weekends over four or five years purchasing the inexpensive foam, fiberglass and epoxy materials as needed. Spread over five years the cost to
own an AeroCanard can be as little as $750/month plus your labor. As the basic materials begin to take the form of an airplane, and confidence of success
grows, additional funds are invested to obtain an engine and instruments.
Where Can I Get Support?
There is a free forum for the Canard Community at http://canardaviationforum.dmt.net/ which covers many of the questions and concerns of canard aircraft
builders. A section of this forum is dedicated to discussions between AeroCanard builders. The designer of the AeroCanard, Jeff Russell, visits this forum
regularly and will answer your building questions whenever possible. Direct one-on-one support may be purchased from http://aerocad2.com
Where Do I Get the Materials?
A complete bill of materials is included with the plans. A list of recommended suppliers can be found at http://AeroCad2.com.
Can I get a Formal License to Build an AeroCanard?
Absolutely. You will receive an official license to build and your unique serial number when you purchase the drawings and templates. You are not authorized
to build an AeroCanard without obtaining a license. These shareware files are offered simply to let you discover what is involved in the project before you
invest in it.
Can I get a printed copy of the plans?
Yes. Printed copies are available from HTTP://Aerocad2.com. You can also obtain a CD containing all the documents which constitute the AeroCanard and
AeroCanard SB plans.

Can I Really Do This?

You bet youre assumptions you can. Canard builders include carpenters, dentists, astronauts, nurses and even lawyers. You don t have to be a
rocket scientist, but we do have one in case you need his advice. No special skills are required other than an unstoppable dete rmination to learn and
complete the project. The reaction of most builders is that building an airplane isnt as complex as they thought it would be. It is, in fact, a fun, extremely satisfying and life changing experience. For many, a most rewarding aspect of the experience is the new friends gained as a member of the
canard community.
Disclaimer of Warranty
THESE PLANS ARE SUPPLIED AS IS AND WITHOUT WARRANTIES AS TO PERFORMANCE OF MERCHANTABILITY OR ANY OTHER WARRANTIES WHETHER EXPRESSED OR IMPLIED. Because of the various capabilities of different builders, NO WARRANTY OF FITNESS FOR A PARTICULAR
PURPOSE IS OFFERED. The user assumes the entire risk of using these plans.

Section 3 Flight Test Manual 1 Page 1

FLIGHT TESTING MANUAL

for

N_______
INTRODUCTION
The information contained in the Flight Testing Handbook has been adopted
from the May 25, 1994 Aircraft Circular AC 90-89A.

FOREWORD

The goal at the end of the aircrafts flight test phase is to have been adequately
tested and found airworthy and safe to operate within its established operational
envelope.

TABLE OF CONTENTS
CHAPTER NO. 1 - PREPARATION
Section No. 1
Flight Test Plan
Section No. 2
Airport Selection
Section No. 3
Emergency Plans and Equipment
Section No. 4
Test Pilot
Section No. 5
Medical Facts For Pilots
Section No. 6
Assembly and Airworthiness Inspection
Section No. 7
Weight and Balance
Section No. 8
Paperwork
Section No. 9
Power plant Tests
Section No.10
Additional Engine Tests
Section No.11
Propeller Inspection
CHAPTER NO. 2 - TAXI TESTS
Section No. 1
Low Speed Taxi Tests
Section No. 2
High Speed Taxi Tests
CHAPTER NO. 3 - THE FIRST FLIGHT
Section No. 1
Canard Aircraft
Section No. 2
The Role of the Chase Plane
Section No. 3
Emergency Procedures
Section No. 4
First Flight
Section No. 5
First Flight Procedures
CHAPTER NO. 4 - THE FIRST 10 HOURS
Section No. 1
The Second Flight
Section No. 2
The Third Flight
Section No. 3
Hours 4 thru 10
CHAPTER NO. 5 - EXPANDING THE ENVELOPE
Section No. 1
General
Section No. 2
Hours 11 thru 20
Section No. 3
Hours 21 thru 35: Stability and Control Checks
Section No. 4
Flutter
Section No. 5
Spins
Section No. 6
Accelerated Stalls
CHAPTER NO. 6 - PUTTING IT ALL TOGETHER
Section No. 1
Maximum Gross Weight Tests
Section No. 2
Service Ceiling Tests
Section No. 3
Navigation, Fuel Consumption, and Night Flying
CHAPTER NO. 7 - FUEL SYSTEM
Section No. 1
Fuel and Fuel Systems

APPENDICES
Appendix No. 1
Appendix No. 2
Appendix No. 3

Sample Checklist for a Condition Inspection (7 pages)

Addresses for Accident/Incident Information (1 page)
Additional References on Flight Testing (4 pages)

Section 3 Flight Test Manual 1 Page 2

CHAPTER NO. 1 - PREPARATION

SECTION NO. 3 -

SECTION NO. 1 -

FLIGHT TEST PLAN

OBJECTIVE

EMERGENCY PLANS AND EQUIPMENT

OBJECTIVE

To develop a Flight Test Plan which contain two sets of emergency plans;
one for In-Flight emergencies and another for Ground emergencies.

A planned approach to flight testing.

a.
a.
The task is to develop a comprehensive Flight Test Plan. This
Plan tailored for the N_______ (AeroCanard) aircrafts specific level of
performance. The intent of the flight test plan is to develop the entire flight
test plan before the aircrafts first flight.
b.
The objective of this test flight plan is to determine the aircrafts
controllability throughout all the maneuvers and to detect any hazardous
operating characteristics or design features. This data will then be used in
developing a Flight Manual that specifies the aircrafts performance and
defines its operating envelope.

The In-Flight emergency plan will consider the following:

(1) Complete engine failure or partial failure, especially after take off
(2) Flight control problems and severe out-of-rig conditions
(3) Fire in the engine compartment or cockpit
b.
The Ground emergency plan will be developed to train the ground
crew and/or the airport fire department crash crew on the following:
(1) The airplane canopy latching mechanism

SECTION NO. 2 1.

AIRPORT SELECTION

OBJECTIVE

(3) The location and operation of the fuel shut-off valve

To select an airport to test fly the aircraft.

(4) The master switch and magneto/ignition switch location and OFF
position

a.
The airport will have one runway aligned into the prevailing wind
with no obstructions on the approach or departure end. The hard surface
runways will be in good condition and well maintained to avoid foreign
object damage (FOD) to the propeller and landing gear.
b.
The runway at sea-level elevation will be at least 4,000 feet long
and 100 feet wide. For each 1,000 feet increase in field elevation, 500 feet
of runway length will be added. Density altitude, will be a considered
factor in determining the best runway for the initial flight testing.
c.
The flight test area will be inspected for landing fields within gliding
distance from the airport pattern altitude.
d.
The flight tests will be conducted from an airport with active two
way communications. If the airport selected is an uncontrolled field, a
communications base will be improvised. A hand held radio with aviation
frequencies and a headset with a mike and a push-to-talk switch on the
stick will be used. Good radio communications will be used for a greater
level of safety and less cockpit workload.
e.

(2) The pilots shoulder harness/seat belt release procedure

The airport will have a telephone and fire fighting equipment.

f.
The flight test program and emergency plan will be reviewed with
the airport manager or owner.

(5) Procedures to gain access to the battery location or for fire fighting
c.
Ground Crew - Each test fight will be supported by a minimum
ground crew of two experienced individuals. The ground crews function is
two-fold:
(1) To ensure that the aircraft is in airworthy condition for safe operation
(2) To provide assistance to the test pilot in an emergency
d.

The Airport

(1) If the airport does not have a fire rescue unit, the ground crew have a
four wheel drive vehicle
equipped with a portable radio, first aid kit, metal-cutting tools, and a fire
extinguisher. A minimum of one person be trained in first-aid.
(2) If the airport provides a fire rescue unit, the test pilot will ensure the
rescue unit and the ground crew are trained and competent in performing
ground emergency functions as identified in the flight test plan.
e.
Hospital Location - The ground crew will 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, a medical alert bracelet or card
will be carried or worn to alert medical personnel of the condition.
f.
Fire Extinguisher - Fire extinguishers will be available to the ground
crew, and a fire extinguisher will 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, will be positioned in the cockpit.
h.
Fire Protection - To prevent burns, the pilot will wear an aviation /
motorcycle helmet, and gloves. All clothing will be of a fire-retardant
material, cotton or wool that will not melt in the event of fire.

Section 3 Flight Test Manual 1 Page 3

SECTION NO. 4 1.

SECTION NO. 5 -

TEST PILOT

OBJECTIVE

To select a qualified individual to be the test pilot.

GENERAL

The test pilot will be competent in an aircraft of similar configuration, size,

weight, and
performance as the aircraft to be tested.
3.
a.

MEDICAL FACTS FOR PILOTS

OBJECTIVE

To identify some of the well known medical causes for aircraft accidents
and to stress the
importance of a personal pre-flight checklist in addition to an aircraft preflight checklist. The
following guide lines will be followed:

Avoid the use of Alcohol

Avoid the use of Anesthetics

Avoid Blood Donations in previous three weeks.

Carbon Monoxide (CO) prevention.

TEST PILOT REQUIREMENTS

The test pilot will meet the following minimum qualifications:

(1) Physically fit

(2) No alcohol or drugs in the last 24 hours
e.

Avoid the use of any Drugs

(3) Rated, current, and competent in the same category and class as the
aircraft being tested.

Avoid Flying with Ear and Sinus Pain

(4) Current medical and biennial or flight review as appropriate.

Avoid Flying if fatigued

h.
Avoid Flicker Vertigo - Light, 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 fit. 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.

The test pilot will:

(1) Be familiar with the airport and the emergency fields in the area
(2) Talk with and, if possible, fly with a pilot in the same kind of aircraft to
be tested
(3) Take additional instruction in similar type certificated aircraft.
(4) Be considered competent when they have demonstrated a high level of
skill in all planned flight test maneuvers in an aircraft with performance
characteristics similar to the test aircraft
(5) Study the ground and in-flight emergency procedures developed for the
aircraft and practice them in aircraft with similar flight characteristics.
(6) Have logged a minimum of 1 hour of training in recovery from unusual
attitudes within 45 days of the first test flight

i.
Underwater Diving - Avoid flying immediately SCUBA diving.
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.
j.
Stress - Stress from the pressures of a job and everyday living can
impair a pilots performance, often in subtle ways. The test pilot will not
be required to meet any unreasonable flight schedules.

(7) Study the performance characteristics of the aircraft to be tested. Refer

to the designers or kit manufacturers instructions, articles written by
builders of the same make and model aircraft, and study actual or video
tape demonstrations of the aircraft.
(8) Review the FAA/National Transportation Safety Board (NTSB)/EAA
accident reports for the same make and model aircraft to be aware of
problems the aircraft has experienced during previous operations.
(9) 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.

Section 3 Flight Test Manual 1 Page 4

SECTION NO. 6 - ASSEMBLY AND AIRWORTHINESS INSPECTION

OBJECTIVE

To determine the airworthiness of the aircraft and its systems.

GENERAL

a.
The aircraft must be reassembled after being moved to the airport.
Additional time and care will be taken to reassemble the airplane. Because
of this critical event mistakes can easily be made.
b.
After the aircraft is reassembled, a pre-flight fitness inspection
will be performed. This inspection will be similar in detail to an annual
inspection. The fitness inspection will be accomplished even if the aircraft
has just been issued a special airworthiness certificate by the FAA.
3.

FITNESS INSPECTION -

AIRFRAME.

h.
Carbon Monoxide - Carbon Monoxide leaks also can be performed. At night or in a dark hangar, have someone shine a bright flood
light close to the fire-wall. If light leaks into the cockpit, carbon monoxide
can seep in. Mark it and seal it.
i.
Engine controls - All controls should be visually inspected, positive
in operation, and securely mounted. The friction lock on both controls
should be checked for operation. Each control should have full movement
with at least a 1/4" of cushion at the full travel position. The control
cables should be firmly attached to the fuselage along each 24 inches of
their runs to prevent whipping of the cable and loss of cable movement at
the other end. Control cables with ball sockets should have large area
washers on either end of the bolt connection. This will ensure the control
will remain connected, even if the ball socket fails and drops out.
j.
Static system - The test procedure for the altimeter leaks and
accuracy will be to have the entire static system checked in accordance
with FAR Part 43, Appendix E, at an FAA-approved repair
station.

The following additional safety check list will be reviewed:

a.
Control stick - The control stick will have a free and smooth
operation throughout its full range of travel. There will be no binding or
contact with the sides of the fuselage, seat, or instrument panel. There will
be no free-play (slack) in the controls, nor will the controls be so tight as to
have stick-slip movement.

Two people will be used to accomplish the following field check that to
detect if the aircrafts instrument system is leaking: (Note: This field check
is not an accuracy check.)

b.
Rudder pedals - Check the rudder pedals through the full range of
travel. The pedal movement should be smooth with no binding. The test
pilot should ensure that their shoes will not catch on exposed metal lines,
fixtures, or electrical wire harness.
c.
Brakes - The brake pressure should be firm with no tendency to
bleed down or lock up. Spongy brakes that must be pumped up, or show
a drop in the level of brake fluid in the reservoir after a few brake applications.

a.
Airspeed check - Slip a long rubber surgical hose over the Pitot
mast. As one person reads the airspeed, the other will very slowly roll up
the other end of the tubing. This will apply pressure to the instrument.
When the airspeed indicator needle reaches the aircrafts approximate
recommended cruise speed, pinch the hose shut, and hold that reading. The
airspeed needle should remain steady for a minute if the system is sound. A
fast drop off will indicate a leak in the instrument, fittings, lines, or the test
hose attachment. Never force air in the Pitot tube or
orally apply suction on a static vent. This will cause damage to the instruments.
b.

d.
Main landing gear - Ensure that the gear attach points, shimmy
dampener, wheels and brakes are airworthy. It is critical that the main
landing gear alignment toe in/toe out is zero or matches the specifications
for fuselage/landing gear alignment called out in the plans.
e.
Control surfaces - Perform rigging checks to ensure that control
input for ailerons, rudder, elevators, and trim tabs results in the correct
amount of travel and direction of the control movement and that contact
with the stops is made.
(1) While checking, make sure there is no free play in the flight control
hinges and rod ends. Free play combined with control mass imbalance sets
the stage for the onset of control surface flutter..
f.
Instrument panel - All the instruments should be properly secured
in the panel and have preliminary markings on them. Airspeed indicator and
engine tachometer should be marked with the expected performance range
markings. Oil temperature and oil pressure will have the engine
manufacturers recommended operating range marked. If the markings are
on the instrument glass face, paint a white slippage mark on both the glass
and on the instrument case to alert the pilot in case the glass/range marks
have moved. Attach a temporary placard to the instrument panel with the
expected stall, climb, and glide speeds.
g.
Behind the instrument panel - Inspect the area behind the instrument panel to ensure that all line connections are tight, that nothing interferes with control travel, and there are no loose wires or fuel, oil, or
hydraulic leaks.

FIELD CHECK

Altimeter / vertical speed check.

(1) To check the static side, apply low suction at the end of the static vent
port. The easiest way to gain access to the static system is to remove the
static line at the static port. If there are two static ports, tape the unused
port closed. Next, get two feet of surgical tubing, seal one end, and tightly
roll it up. Attach the open end to the static line and slowly unroll the tubing.
This will apply a suction, or low pressure, to the static system.
(2) The altimeter should start to show an increase in altitude. The vertical
speed indicator also should indicate a rate of climb. The airspeed may show
a small positive indication. When the altimeter reads approximately 2,000
feet, stop and pinch off the tube. There will be some initial decrease in
altitude and the vertical speed will read zero. The altimeter should then hold
the indicated altitude for at least a minute. If altitude is lost, check for leaks.
(3) Important - The above airspeed and altimeter field checks are not be
considered the equivalent of airspeed or static system accuracy tests as
certified by a certificated repair station, but a check of the system for
possible leaks. These checks do not take into consideration the Pitot tube
and static ports located on the airframe.
c.
Fuel system - Since 1983, more than 70 percent of the engine
failures in amateur-built aircraft were caused by fuel system problems.
Many times the direct cause of engine failure was dirt and debris in the fuel
tank and lines left behind during the manufacturing process. Double check
everything.

Section 3 Flight Test Manual 1 Page 5

(1) Before the aircrafts fuel tanks are filled, all manufacturing debris from
each tank should be vacuumed and wiped down with a tack cloth. Next,
the system should be flushed with aviation grade gasoline several times in
order to remove any small or hard to reach debris from the tanks and lines.
The fuel filter, gasolator screen, finger screen should also be cleaned. The
amount of time spent sanitizing the fuel system will provide big safety
dividends for the life of the aircraft.

SECTION NO. 7 -

(2) When filling the tanks, place the aircraft in the straight and level cruise
position. Add fuel in measured amounts to calibrate the fuel tank indicators.
While allowing the aircraft to sit for a short time to observe for possible
leaks, inspect the fuel tank vents to see if they are open and clear. Check
that the fuel tank caps seal properly. If there are no leaks and the fuel
system has an electric boost pump, pressurize the system and again check
for leaks. The fuel selector, vents and fuel drains should be properly
marked and tested for proper operation.

a.
Accurately determining the aircrafts take-off weight and ensuring
that the center of gravity (CG) is within the aircrafts design for each flight
is critical to conducting a safe flight test.

d.
Hydraulic system - The hydraulic system should function dependably and positively. The retractable landing gear will be rigorously cycled on
the ground, using both the normal and emergency landing gear extension
system.
e.
Safety belt and shoulder harness - Check for condition and proper
installation. Each seat belt and shoulder harness mounting hard point
should be built to the designers specifications to ensure
that it will hold the harness and pilot in the aircraft at the ultimate design
G load specification, both positive and negative, for the aircraft.
f.
Avionics and electrical checks - Test the avionics systems. Perform an operational check to ensure the radio(s) transmit and receive on all
frequencies. Inspect circuit breakers/fuses, microphones, and antennas for
security and operation. Test the ELT for proper operation and battery life.
Electrical systems can be checked for operation of lights, instruments, and
basic nav/com performance. Other electrical systems, such as generator/
alternator output can be checked during the engine run-ins, taxi, and flight
tests. Check the battery and the battery compartment for security and if
applicable, ensure that the battery is properly vented to the outside of the
aircraft. Check the condition of the engine to airframe bonding (grounding)
wire. Ensure that all electrical instruments operate properly.
g.
Cowling and panel checks - Ensure that all inspection panels are in
place, the cowling is secured, and cowl flap operation is satisfactory.
Inspect the propeller spinner and its backing plate for cracks.
h.
Canopy checks - Ensure the canopies on the aircraft work. Double
check the canopy lock(s) so the canopy will not open in flight and disturb
the airflow over the wings and damage the aircraft.

WEIGHT AND BALANCE

OBJECTIVE

Develop accurate weight and balance calculations for both test and recreational flights.

Airplane Weighing Procedures

Preparation:

Inflate tires to recommended operating pressure.

b.
Remove fuel sump tank quick-drain fittings and fuel line drain
plug to drain all fuel.
c.

Remove oil sump drain plug to drain all oil.

Raise speed brake to fully retracted position.

Place all controls into neutral position.

Leveling:

Place scales under each wheel (700 lb. capacity per each unit).

b.
Lower or raise the nose wheel to position the longerons in a level
attitude.
4.

Weighing

a.
With the airplane level and brakes released, record the weight
shown on each scale, deduct the tare, if any, from each reading.
5.

Measuring

a.
Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main wheel centers
to a plumb bob dropped from the firewall (see Figure No. 7-2).
b.
Obtain measurement B by measuring horizontally and parallel to
the airplane center line, from center of nose wheel axle, left side, to a
plumb bob dropped from the line between the main wheel centers. Repeat
on the right side and average the measurements (see Figure No. 7-2).
6.

Determine Center of Gravity

Using weights and measurements from above, the airplane weight and
C.G. can be determined (see Figure No. 5-1).

Section 3 Flight Test Manual 1 Page 6

Section 3 Flight Test Manual 1 Page 7

Section 3 Flight Test Manual 1 Page 8

SECTION NO. 8 -

PAPERWORK

The First Engine Run

To have the proper documentation and paperwork to conduct the flight

test.

(1)The first start of the engine is always a critical operation. The engine
should be pre-oiled in accordance with the manufacturers instructions.
After priming the engine and completing the starting engine checklist items,
the first concern is to get an oil pressure reading within the first 20 to 30
seconds. If there is no oil pressure reading - shut down.

a.
Weight and Balance - The weight and balance for the aircraft shall
be determined prior to every test flight.

(2) There are three common problems that would cause low or fluctuating
oil pressure.

b.
Airworthiness, Registration, Operating Limitations, Placards,
Weight and Balance- must be on board, or the aircraft is not legal to be
operated.

(I) Air in the oil pressure gauge line - This is easily fixed by loosening the
line connection near the oil pressure gauge and squirting oil into the line
until full. Another option is to use a pre-oiler to provide the pressure and
carefully bleed the air out of the line near the oil gauge by loosening the Bnut that connects the oil line to the gauge.

c.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)

OBJECTIVE.

Checklists for all flight testing:

preflight
starting engine
take-off
cruise
descent/before landing
after landing
securing the aircraft
emergency procedures

(II) A misadjusted oil pressure relief valve - Cleaning the pressure relief
ball, checking for the proper number of washers, correcting spring tension,
and re-adjusting the setting could solve the problem.
(III) An internal problem within the engine (most likely the oil pump) - An
engine tear down would be required.

d.
Flight Manual - A flight manual describing the anticipated performance of the aircraft has been written by the aircraft builder/kit manufacturer. The manual will be revised several times during the flight test phase
until it accurately reports the aircrafts performance.
e.
Maintenance Records (logbooks) - Operators of amateur-built
aircraft are required to only record the yearly condition inspections in
accordance with the aircrafts operating limitations. The FAA recommends,
however, that every amateur-built aircraft/ultralight owner record in the
aircrafts logbooks all inspections and maintenance performed. This will
create an aircrafts maintenance history and will be invaluable in spotting
trends.

SECTION NO. 9 -

POWER PLANT TESTS

OBJECTIVE

To ensure that the engine has been properly run-in and is safe to operate in
all rpm ranges.
a.

Pre run-in checks

(1) Before beginning the Power plant tests, inspect the engine and propeller
carefully. All fuel and oil line connections should be tight. Check the torque
on the engine mount attaching bolts. Be certain that there are no tools,
hardware, or rags laying between the cylinders or under the magnetos.
(2) Check for the proper amount of oil in the engine and that the dip stick
gives an accurate reading of the oil quantity.
b.

(3) With good oil pressure/temperature readings and the engine running
smoothly, ensure that the engine oil pressure and temperature gauges in the
cockpit match the calibrated oil pressure and temperature gauges, which
were attached to the aircraft for the first run. Do not overlook this test. It is
critical to determine the accuracy of the cockpit engine gauges not only for
the ground engine run-in period, but for in-flight engine cooling tests.
(4) Work through the engine manufacturers run-in schedule - The majority
of the engine manufacturers recommend a series of engine runs from low
rpm to maximum rpm. Each run usually incorporates a 200 rpm increase
and lasts no longer than 10 minutes. The secret to a successful engine run
is not to let the engine temperatures exceed manufactures limits during
engine runs.
d.
Engine Cool Down - After a ground-run, the cooling off period
takes approximately an hour. This is because a newly overhauled engine
needs time for the internal parts (e.g., rings, cylinders, valves, bearings, and
gear faces) to expand and contract several times to obtain a smooth surface
that retains its memory. This is a lengthy process even when done right,
but it is important not to skip any of the recommended runs to save time.
e.
Record the engine run-in data - During the engine run, monitor the
cylinder head temperatures, oil temperature, and oil pressure. Record the
readings and adjustments for future reference. If the cylinder head temperatures are rising close to the red line, reduce power and stop the test.
Some causes of high cylinder head temperatures include using spark plugs
with the improper heat range; cylinder head temperature gauges installed on
the wrong cylinder; missing or badly designed cylinder head cooling baffles;
partially plugged fuel nozzles (applicable to fuel injected engines); fuel lines
of improper internal diameter (creates lean mixtures); engine improperly
timed either mechanically and/or electrically; and the carburetor fuel
mixture set excessively lean.

Test and Support Equipment

(1) A cylinder head temperature gauge (CHT) is installed to ensure that all
cylinders are receiving the proper flow of cooling air.
(2) The following support equipment is needed - 50 feet or more of tiedown rope, tie-down stakes, two chocks for each wheel, fire extinguisher,
assorted hand tools, safety-wire, cotter-pins, ear and eye protection, grease
pencils, logbooks, clip board, pen and paper, a watch to time the tests, rags,
etc.

Section 3 Flight Test Manual 1 Page 9

After shut-down

Cold Cylinder Check

(1) After each engine run, check for fuel and oil leaks, loose connections,
and hot spots on cylinders (burnt paint). Drain the oil and removing the oil
screen/filter within the first 2 hours of running the engine. Check the
screen/filter for ferrous metal with a magnet. Wash and inspect the screen/
filter for non-ferrous metal like brass, bronze, or aluminum.

(1) If the engine is running rough and it is determined that it may be an

ignition problem, perform the following check:

(2) A very small quantity of metal in the screen is not uncommon in a new
or newly overhauled engine. If subsequent oil screen checks (2 hours
apart) show the engine is making metal, this indicates a problem inside
the engine and a tear down inspection is required.

(II) One of the test crew should quickly use a grease pencil to mark an
area of the exhaust stacks approximately an inch from the flange that
attaches the stacks to the cylinders.

(3) Check all fuel slumps, filters, and gasolator be checked for debris after
each engine run. Composite and fiberglass strands can be very fine,
making visual detection difficult. Frequent cleaning of the fuel filters and
screens early in the flight testing phase will avoid a gradual build up of
loose composite fibers, which would reduce or stop the flow of fuel to the
engine.
SECTION NO. 10 -

ADDITIONAL ENGINE TESTS

(III) Check the marks on the stacks. If one or more of the exhaust stacks
with a grease mark has NOT been burned to a grayish-white color and the
mark on the stack still retains most of the original color of the grease
pencil, the cold cylinder has been identified.
(2) Probable causes of the cold cylinder problem are defective spark plugs,
ignition leads, or a cracked distributor in one of the magnetos. To detect if
the spark plugs are bad, switch both plugs to another cylinder. If the grease
pencil proves the problem moved to the new cylinder, the spark plugs are
bad. If the problem remains with the original cylinder, the ignition lead or
magneto is bad.

OBJECTIVE

To determine if the engine supply of fuel is adequate at all angles of attack.

a.
Mixture and Idle Speed Check: After completing the initial engine
run-in tests, check the idle speed and mixture settings. To determine if
the mixture setting is correct, perform the following:
(1) Warm up the engine until all readings are normal
(2) Adjust the engine rpm to the recommended idle rpm
(3) Slowly pull the mixture control back to idle cut-off
(4) Just before the engine quits, the engine rpm should rise about 50 rpm if
the mixture is properly adjusted. If the rpm drops off without any increase
in rpm, the idle mixture is set too lean. If the rpm increases more than 50
rpm, the idle mixture is set too rich.
NOTE: Some amateur-builders, after properly setting the idle mixture/rpm
to the manufacturers specification, increase the engine idle rpm by 100
rpm for the first 10 + hours of flight testing. This is to ensure that the
engine will not quit when the throttle is pulled back too rapidly, or when
power is reduced on the final approach to landing.

(I) Run the engine on the bad magneto for about 30 seconds at 1200 rpm.
Without switching the mag switch back to both, shut off the engine.

Magneto Check

(1) The magneto checks should be smooth and the difference between both
magnetos rpm drops should average about 50 rpm. A HOT MAG check
should be done to ensure against the engine, on its own, deciding when and
where to start. To perform a hot mag check, run up the aircraft until the
engine is warm. At idle rpm turn the magneto switch off; the engine should
stop
running. If the engine continues to run, one or both of the magnetos is hot
(not grounded).
(2) The usual causes for a hot magneto are a broken P lead coming out
of the magneto or a bad magneto switch. THIS IS AN IMMEDIATE
THREAT TO THE PERSONAL SAFETY OF ANYONE NEAR THE
AIRPLANE AND MUST BE REPAIRED AT ONCE.

d.
Fuel Flow and Unusable Fuel Check - This is a field test to ensure
the aircraft engine will get enough fuel to run properly, even if the aircraft
is in a steep climb or stall attitude.
(1) First, place the aircrafts nose at an angle 5 degrees above the highest
anticipated climb angle. For a nose gear aircraft, build a ramp to raise the
nose gear to the proper angle.
(2) Make sure the aircraft is tied-down and chocked. With minimum fuel
in the tanks, disconnect the fuel line. The fuel flow with a gravity flow
system should be 150 percent of the fuel consumption of the engine at full
throttle. With a fuel system that is pressurized, the fuel flow should be at
least 125 percent. When the fuel stops flowing, the remaining fuel is the
unusable fuel quantity.
(3) Since the fuel consumption of most modern engines is approximately

.55 pounds per brake horsepower per hour for a 100 horsepower engine,
the test fuel flow should be 82.5 pounds (13.7 gallons) per hour for gravity
feed, or 68.75 pounds (11.5 gallons) per hour for a pressurized system.
The pounds per hour divided by 60 equals 1.4 pounds and 1.15 pounds per
minute fuel rate respectively.
NOTE: Formula for fuel flow rate gravity feed is .55 x engine horsepower
x 1.50 = pounds of fuel per hour divided by 60 to get pounds per minute,
divided by 6 to get gallons per minute. For a pressurized system, substitute
1.25 for 1.50 to determine fuel flow rate.
e.
Changing Fuel Flow or Pressure - If the aircrafts fuel flow rate is
less than planned, there is a volume or pressure problem. An increase in the
fuel flow volume may necessitate installation of larger fuel line fittings on
the fuel tanks, fuel selector, and carburetor in addition to larger internal
diameter fuel lines. To increase fuel pressure, install an electrically driven or
engine driven mechanical fuel pump prior to the first flight.
f.
Compression Check - When the engine run-in procedures have
been completed, perform an additional differential compression check on
the engine and record the findings. If a cylinder has less than 60/80 reading
on the differential test gauges on a hot engine, that cylinder is suspect.
Have someone hold the propeller at the weak cylinders top dead center
and with compressed air still being applied, LISTEN. If air is heard coming
out of the exhaust pipe, the exhaust valve is not seating properly. If air is
heard coming out of the air cleaner/carb heat air box, the intake valve is
bad. When the oil dip stick is removed and air rushes out, the piston rings
are the problem.

Section 3 Flight Test Manual 1 Page 10

g.
Last Check - Drain the oil and replace the oil filter, if applicable.
Check the oil and screens for metal, visually inspect the engine, and do a
run-up in preparation for the taxi tests. Do not fly the aircraft if anything is
wrong, no matter how small or how insignificant. The sky, like the sea, is
an unforgiving and uncompromising environment.

PROPELLER TRACKING CHECK

a.
Each propeller should be checked for proper tracking (blades
rotating in the same plane of rotation). The following procedure is simple
and takes less than 30 minutes:
(1) Chock the aircraft so it cannot be moved. Remove one
sparkplug from each cylinder. This will make the propeller easier and safer
to turn.

SECTION NO. 11 -

PROPELLER INSPECTION
(2) Rotate the blade so it is pointing straight down.

OBJECTIVE

To help the owner develop an inspection program to maintain the propeller.

RECOMMENDATIONS FOR ALL PROPELLERS.

Never use a propeller for a tow bar when moving the aircraft.

Never stand in front of or in-line of a rotating propeller.

Never PROP an engine on uneven or wet/snow covered ground.

Always inspect the propeller before and after a flight.

When working on a propeller, make sure the ignition is off first.

Always maintain the propeller to manufacturers instructions.

g.
To avoid nicks and cuts, do not perform run-up near gravel/loose
stones.
h.
Apply a coat of automotive wax once a month to protect the finish
and keep out moisture.
i.
Assume a propeller is not-airworthy if it has suffered any kind of
impact or ground strike.
j.
After any repair or repainting, or if vibration or roughness is noted,
re-balance the propeller.
k.
Propeller blades should be balanced within 1 gram of each other to
avoid over stressing the gear reduction system and propeller shaft.
l.
Check the bolt torque on all newly installed propellers every hour
of operation for the first 10 hours and once every 5 hours thereafter.
m.

After torquing the propeller, track the blades.

(3) Place a solid object (e.g., a heavy wooden block that is at least a
couple inches higher off the ground than the distance between the propeller
tip and the ground) next to the propeller tip so it just touches.
(4) Rotate the propeller slowly to see if the next blade tracks through the
same point (touches the block, see figure 2). Each blade should be within
1/16" from one another.
b.
If the propeller is out of track, it may be due to one or more
propeller blades that are bent, a bent propeller flange, or propeller mounting
bolts that are over or under torqued. An out-of-track propeller will cause
vibration and stress to the engine and airframe and may cause premature
propeller failure.

(2) If the nick is left unattended, the high propeller operational stresses will
be concentrated at the bottom of the nicks V and, in time, will generate a
crack. The crack can migrate across the blade until the blade fails, producing a massive imbalance between the propeller and the engine, ultimately
causing structural failure. Cracks in metal blades CANNOT be repaired. A
cracked propeller must be marked unserviceable and discarded.

PROPELLER INSPECTION

COMPOSITE PROPELLERS INSPECTION

(1) One should inspect for small hair line cracks in the gel coat. These
spider cracks are usually caused by vibration generated by a mismatch of
the engine and propeller combination. If a crack in the base material of the
propeller other than the gel coat is found, do not fly until the manufacturer
inspects the propeller.
(I) Nicks of 1/4 inch or less in the leading or trailing edges of carbon/
graphite propellers can be dressed out and filled using a two-part epoxy.
But if the nick has severed the fiberglass roving (looks like a fiberglass wire
bundle) that runs hub to tip on the leading and trailing edge, do not fly. The
propeller has been severely damaged and must be sent back to the factory
for inspection and repair.
(II) Before making even small repairs on a composite propeller, check with
the manufacturer. Larger nicks must go back to the factory for inspection
and repair.

Section 3 Flight Test Manual 1 Page 11

CHAPTER NO. 2 -

TAXI TESTS

SECTION NO. 2 1.

HIGH SPEED TAXI TESTS

OBJECTIVE

SECTION NO. 1 - LOW SPEED TAXI TESTS

To determine the aircrafts high speed handling and braking parameters.
1.

OBJECTIVES

The objectives of the taxi tests are four fold:

a.
To ensure that the aircraft tracks straight and there is adequate
directional control at 20 percent below the anticipated take-off speed.
b.
To determine if the aircrafts engine cooling and the brake system
are adequate.
c.
To predict the flight trim of the aircraft and its handling characteristics during take off and landings.
d.
To allow the pilot to become proficient with the handling and
braking characteristics of the aircraft.
2.

TAXI TESTS

a.
As with every part of the flight testing program, the high speed taxi
tests should follow the FLIGHT TEST PLAN. Start slowly and do not
progress to the next step until everyone is thoroughly satisfied with the
aircraft and his/her own performance.
b.
Each taxi run should be 5 mph faster than the last run until the
aircraft is within 80 percent of the predicted stall speed. Prior to reaching
the predicted stall speed, the pilot should test aileron effectiveness by
attempting to rock the wings lightly. As taxi speeds increase, the rudder
becomes more responsive and directional control will improve.
(1) In a nose gear aircraft, the pilot should be able to raise the nose of the
aircraft to a take off attitude at 80 percent of the stall speed. If the nose
cannot be raised at this speed, the weight and balance and CG range should
be rechecked. Most likely there is a forward CG problem or the main gear
is too far aft.

NOTE: All taxi tests should always be monitored by a minimum of one

other member of the flight test team, who will watch for evidence of fire/
smoke or other problems not visible to the pilot.

c.
Determine the approximate point on the runway where lift-off will
occur and mark it with a green flag if no other existing reference is available.

a.
The taxi tests should begin with a taxi speed no faster than a man
can walk. The pilot should spend this time getting acquainted with the
aircrafts low speed handling characteristics by practicing 90, 180, and 360
degree turns and braking action. The pilot should also remember that
monitoring the oil pressure, oil temperature, cylinder head temperature, and
maintaining them within limits is a critical function that must not be overlooked.

d.
Determine how much runway the pilot will need if it becomes
necessary to abort the take-off. This is usually accomplished by accelerating to 80 percent of lift off speed, bringing the engine back to idle, and
applying heavy braking action to bring the aircraft to a full stop. After each
take-off/abort test, the brakes must be allowed to COOL DOWN. The
lining must be examined carefully and replaced if necessary.

b.
The pilot should check the flight instruments for operation each
time the aircraft is taxied out. The compass should match the magnetic
heading of the runway or taxi way the aircraft is on. When making a turn
(e.g., right hand turn), the turn coordinator/turn and bank should indicate a
right hand turn but the ball should skid to the left. The vertical speed
indicator should read zero and the artificial horizon should indicate level.
c.
After each taxi run, inspect the aircraft for oil and brake fluid leaks.
No leak should be considered a minor problem. Every leak must be
repaired and the system serviced prior to the next taxi test.

f.
After determining the distance required to come to a full stop after
aborting, add 30 percent to the distance. Measure that distance from the
OPPOSITE end of the active runway which will be used. If no existing
reference is available, mark it with a red flag. The taxi tests are completed
when the test pilot is satisfied with both the aircrafts and his individual
performance. Prior to the first flight, the aircraft should be thoroughly
inspected with special attention given to the landing gear, brake system,
engine, and propeller.
g.
During this inspection all discrepancies must be fixed. Examine the
screens/filters for metal, flush the fuel system, and clean all the screens/
filters. Perform a leak check on the engine and the fuel system by runningup the engine.
h.

Notes

(1) The first high speed taxi tests should be made in a no wind or a light
head wind condition. The pilot should ensure that the tests will not interfere
with the normal airport operations or create a safety hazard for other
aircraft.
(2) If the aircrafts engine is not a U. S. type certificated engine, the pilot
should determine which way the propeller rotates.

Section 3 Flight Test Manual 1 Page 12

CHAPTER NO. 3 -

THE FIRST FLIGHT

SECTION NO. 1 - CANARDS

OBJECTIVE
To discuss canard flight characteristics.

a.
Canard configured aircraft do not stall in the conventional sense.
All successful loaded canard designs have the angle of incidence (AOI)
of the canard set higher than the main (rear) wing.
b.
As the airplanes angle of attack (AOA) increases, the canard
should stall first, lowering the AOA of the main (rear) wing. Since the rear
wing doesnt stall, a characteristic buck or nod takes place. Full aft
stick results in the canard alternately stalling and flying while the rear wing
never
reaches its critical AOA and continues to fly. This self-limiting stall
characteristic makes a properly designed and built canard aircraft difficult,
if possible, to spin. It should be noted, however, that the accident rate for
canard designs are approximately the same as conventional designed
amateur-built aircraft because of the following:
(1) During take-off, the transition from ground roll to flight can be a more
critical procedure in canards as compared to more conventional designs.
(2) Some canards with combinations of CG and pitch control sensitivity
will be more likely to over rotate at lift-off.
(3) Some canards have less visible airframe structure in front of the pilot
and in his peripheral vision. Others have more than enough. These differences in design can produce a different reference frame for pilots with
many hours of conventional aircraft time and may cause initial errors in
pitch attitude, such as the nose too high on take-off and landings.
(4) In addition, canard aircraft by design have very different take-off
characteristics than conventional configured aircraft. Canard aircraft with
pusher propellers need a substantially higher rotation speed on take-off.
(5) To rotate a conventional design aircraft, all that is required is enough
airspeed to provide sufficient control to attain a positive angle of attack due
to the long moment arm from the main gear (the axis of rotation) to the
tail, a relatively small amount of lift is required. This lift, generated at a
relatively low airspeed, makes it possible to rotate the aircraft into the takeoff position slightly below flying speed. Allow the aircraft to accelerate to
flying speed and lift off.
(6) In contrast, the canard nose wheel will stay firmly on the ground until
an airspeed is reached at which the canard, with full up elevator, can
generate enough lift to equal the following:
(I) The load carried by the nose wheel, plus
(II) The nose down moment caused by the friction of the nose and main
gear tires with the surface, and the down-thrust vector provided by the
propeller during the take-off roll.
(7) Since the main wing may reach flying speed before the canard, the
nose wheel will stay firmly on the runway until take-off speed is reached.
Rotation will then occur, and the aircraft will literally jump off the ground.
(8) Canards with a thrust line above the CG will have appreciable pitch
trim change with power. Forward stick motion is required when power is
reduced. While this may not be of any consequence to an experienced
pilot, it can be a serious surprise to an unwary and inexperienced pilot.
This unfamiliar flight characteristic might cause pilot-induced pitch oscillations with disturbing consequences under some conditions (e.g., an aborted
take-off).

(9) Due to its unique design, the canard aircraft needs a higher nose up
attitude when landing compared to conventional configured aircraft. Many
canard pilots are reluctant to raise the nose high on landing due to the
limited forward visibility while the nose is up. Consequently, many canard
pilots tend to make their approach angle shallow. This shallow angle results
in approach speeds quite a few knots faster than what is necessary. For
pilots who prefer visibility to shorter runways, it is recommended that
canard designed aircraft be tested on runways a minimum of 1,000 feet
longer than what would be used for a conventional aircraft of the same
horsepower and performance capability. Longer runways should be used
until the pilot becomes more experienced with the landing characteristics of
the aircraft.
(10) If the nose is held at a too high an angle on landing, the canard will
stall while the main wing is still generating lift. The stalled canard will drop
the nose rapidly onto the runway with enough force to damage the nose
gear.
(11) Some canard designs are very sensitive to rain or other types of
contamination on the leading edge and/or top of the airfoil. Contamination
in the form of water droplets, frost, crushed insects, or even poorly applied
paint will disturb the laminar flow over the canard and lift is lost. When
decreasing lift over drag (L/D) performance, the chances for an accident
increase.
2.

FLIGHT TEST CONSIDERATIONS

Technically, a canard type aircraft cannot stall, or at least it will not stall in
the normal fashion. A
pilot testing the aircraft for stability characteristics should approach such
testing with caution in
mind.
a.
Under certain conditions, usually consisting of aft center of gravity
problems, the main wing may stall before the canard surface. In this case,
extreme pitch-up can occur until the canard surface or strakes stall. The
aircraft would then pitch down to a near-level attitude, however the
airspeed would be approaching zero and the angle of attack could approach or exceed 45 degrees. This condition (high-alpha), could be so
stabilized, with the aircraft in a deep stall, that recovery might not be
possible.
b.
Testing for pitch stability in a new design or a just-completed
aircraft built from a kit or from plans is a requirement the pilot needs to
consider prior to carrying passengers. Pitch stability tests are conducted to
ensure that the aircraft does not exhibit any dangerous flight characteristics
but must be approached and conducted in a logical and sensible manner.
(I) Positive pitch stability is exhibited when the aircraft trimmed for hands
off level flight, returns to that state when a control force is applied and
released.
(II) Neutral pitch stability is achieved when the aircraft remains in the
pitch attitude attained when a control force is applied.
(III) Negative pitch stability is demonstrated when the aircraft departs
from the pitch attitude attained when a control force is applied and continues to increase in amplitude.
c.
The aircraft should be weighed and the c.g. carefully calculated.
At the same time, determine the weight needed and the moment calculated
to load the aircraft at the most forward and aft c.g. limits recommended by
the designer. Beginning at the most forward c.g., trim the aircraft to a
hands off condition and slowly reduce the power, maintaining altitude by
increasing pitch attitude. When the stick reaches the full aft position,
momentarily release the back pressure followed by full aft stick. The
aircraft, in demonstrating positive stability, should return to its original
pitch attitude and remain there. The aircraft should display positive
stability characteristics.

Section 3 Flight Test Manual 1 Page 13

d.
Other tests may be conducted by adjusting the c.g. further aft and
observing the tendency of the aircraft. At some point near the aft c.g. limit,
you may experience neutral stability, or the point where the aircraft no
longer recovers by itself from the upset. Moving further aft in the c.g. range
from this point will cause the aircraft to diverge from the trim path in the
direction of the upset (neutral stability).
e.
Some designers and builders have installed adjustable, moveable
ballast containers in the aircraft
to allow the c.g. to be adjusted forward or aft during flight. If testing is to
be accomplished outside the recommended range, it is advisable to consider
the installation of a ballistic recovery system or spin chute system. In
addition, the pilot should make a decision about leaving the aircraft if the
test becomes untenable.
3.

RECOMMENDATIONS

(I) BEST ANGLE OF CLIMB (V x ) = 1.5 times the aircrafts predicted

lift-off speed.
(II) BEST GLIDE SPEED = 1.5 times the aircrafts predicted lift-off
speed.
(III) MANEUVERING SPEED (V a ) = 2 times the aircrafts predicted
stall speed.
(IV)

For applicable aircraft, it is advisable to put

SECTION NO. 2 1.

THE ROLE OF THE CHASE PLANE

OBJECTIVE

To determine whether a chase plane should be used during the FLIGHT

TEST PHASE.

a.
The best time to test fly an aircraft is usually in the early morning
when the winds are calm, and the pilot is well rested.
b.
In addition to a pilots knee board, a small portable tape recorder or
video camera properly mounted to the aircraft is an excellent way to record
data.

GENERAL

c.
Good communication with the ground is essential for data exchange and safety.

To use or not to use a chase plane should be a test pilots decision. If a

chase plane is used, it must serve a specific set of functions identified in the
FLIGHT TEST PLAN. Its overall purpose is to contribute to gathering
flight test data and flight safety. The chase plane should not serve as a
distraction to the test pilot or only as a platform for a home camcorder/
camera.

FIRST FLIGHT INSPECTION

a.
Prior to the first flight, the aircraft should be given a good pre-flight
inspection by the pilot and at least one other experienced individual. A
thorough aircraft pre-flight inspection should ensure that:

The primary functions of the chase plane are as follows:

(1) To watch the parts/systems of the test aircraft not visible to the test
pilot and report any problems
(2) To assist the test pilot in following the Flight Test Plan.

(1) The fuel on board should be four times the amount of usable, clean,
and proper octane fuel than is needed for the first flight.
(2) The aircrafts CG should be in the forward half of the safe CG range to
reduce the possibility of instability during approach to a stall and enhance
recovery from one.

(3) Watch for and inform the test pilot of other aircraft
(4) Assist in an emergency situation
b. If a chase plane is used, the following suggestions are offered:

(3) Check oil, brake fluid, and hydraulic system for the correct fluid and
quantity.
(4) Canopy or cabin door latches lock securely and will not vibrate loose in
flight.
(5) Fuel valve is in the proper position and vent lines are open.
(6) Trim tabs set in the take-off position.
(7) Altimeter set to the field elevation and cross-checked with the local
altimeter setting.
(8) The complete control system has been given a functional check.
(9) Check of all ground and air communications frequencies for proper
operation.
(10) Engine cowling and airframe inspection plates/fairings secured.
(11) The airspeed indicator marked with sticky tape at the predicted
BEST CLIMB speed, BEST GLIDE speed and MANEUVERING speed.
If these speeds are not available from prototype flight test data, the following are conservative guidelines to initially determine the referenced speeds:
the maximum landing gear operating speed (V lo ) and maximum flap
extension speed (V fe ) on a piece of masking tape and attach it to the
instrument panel for reference.

(1) A single chase plane should be used on the first two flights and the first
time the aircrafts landing gear is retracted. The chase plane pilot should be
experienced in formation flying and thoroughly briefed prior to each flight.
(2) There should be at least two pilots on board the chase plane. One
pilots sole duty is to fly the aircraft and maintain a safe distance from the
amateur-built aircraft. The other pilot serves as an observer whose duties
include checking for other traffic, the condition of the test aircraft, and
communicating with the pilot on the frequency assigned by air traffic
control (ATC) (e.g., 122.75 megahertz [MHz]).
(3) A good chase plane position is about 100/200 feet off the right side and
slightly behind and below the test aircraft. Avoid flying directly behind the
test aircraft. It is not uncommon that on first flights, fuel and oil leaks
develop and small hardware and fasteners could vibrate off the aircraft.
NOTE: Pilots of Both Aircraft Must Keep Each Other Informed of Their
Intended Action or Maneuver Prior to Execution.
c.

In an emergency situation:

(1) If the test aircrafts radio fails, the chase plane should serve as an
airborne communication relay with the tower/ATC facility for the test
aircraft.
(2) For other emergency situations, the chase plane should provide the test
pilot with information or assistance as required. If necessary, the chase
plane can guide the test pilot to a safe landing at the airport or an emergency field. If the test aircraft goes down off the airport, the chase plane
can serve as an overhead spotter that can direct emergency personnel to
the test aircraft location.

Section 3 Flight Test Manual 1 Page 14

SECTION NO. 3 1.

EMERGENCY PROCEDURES

OBJECTIVE

SECTION NO. 4 1.

FIRST FLIGHT

OBJECTIVES

To develop a complete set of in-flight emergency procedures for

the aircraft that are designed to make unmanageable situations manageable.

The two objectives of the first flight are to determine engine reliability and
flight control characteristics.

The Flight Test Plan should have a special section on emergency procedures. The responses to each emergency should be developed based on the
aircrafts predicted flight characteristics, airport location, surrounding
terrain, and nearby emergency fields.

a.
After completing the pre-flight inspection, the test pilot should
ensure that the seat/shoulder harness is properly fitted and allows easy
access to all the cockpit controls (verified by a crew member). Following
the FLIGHT TEST PLAN and using the starting checklist, warm up the
engine until the engine instruments indicate normal operating temperatures
and pressures.

a.
The following is a partial list of possible emergencies that may
arise during the flight test phase and includes suggested responses:

b.
A complete check of each aircraft system should be performed
(magnetos, static rpm, and brakes).

(1) PROBLEM: Engine failure on take-off.

c.
If the airport does not have a tower/unicom available, the pilot
should transmit over 122.9 MHZ the following message: This is experimental aircraft N207MC on the first test flight, departing runway XX at
XX airport, and will remain in the local area for the next hour. Transmit
the aircraft N number, location, and intentions every ten minutes.

GENERAL

RESPONSE: Fly the aircraft! Establish best glide speed. If time permits,
try to restart engine. If altitude is below 800 feet and the engine will not
start, land straight ahead or 20 degrees on either side of the runway
centerline. This is suggested because in most cases the aircraft will run out
of altitude or airspeed as the pilotattempts a 180 degree turn back to the
airport. Declare an emergency and shut off the master switch, fuel, and
magnetos to reduce the possibility of fire on landing. Above 800 feet, the
chances of making a 180 degree turn to land downwind on the runway or
another emergency field nearby are directly proportional to the wind
velocity and the numbers of practice emergency landings the pilots has
made in similar make and model aircraft.
(2) PROBLEM: Engine vibration increases with rpm.
RESPONSE: Fly the aircraft! Reduce power or increase power to minimize the effect of vibration, but maintain safe airspeed and altitude. Run
through the emergency checklist and land as soon as possible.
(3) PROBLEM: Smoke in the cockpit.

e.
After being given clearance to take-off, clear the area, line up on
the runway centerline, release the brakes, and slowly add power to provide
Thinking Time. When the throttle is fully advanced, glance at the an oil
pressure gauge and tachometer to confirm they are in the green and
indicating take-off rpm. A type certificated engine of a 100 horsepower will
produce between 2100 to 2300 rpm on the take-off roll, depending on the
type of propeller installed. If either oil pressure or tachometer is reading
low, abort the takeoff!

f.
If there is any unusual vibration, rpm exceeding the red line, or
engine hesitation, abort the takeoff!

RESPONSE 1: Fly the aircraft! If the smoke smells like burnt plastic wire
installation, shut off the master switch. Put on smoke goggles, open the
fresh air vents to clear the cockpit, and land as soon as possible.
RESPONSE 2: Fly the aircraft! If the smoke is bluish/grey and has an
acrid odor like burning oil, shut off the fresh air/hot air vents and put on
the smoke goggles. Monitor oil pressure and temperature. Be prepared to
shut the engine down and land as soon as possible.
(4) PROBLEM: Engine fire.
RESPONSE: Fly the aircraft! Shut off the fuel selector, mixture master
switch, and magnetos. Land as soon as possible.
(5) PROBLEM: Out of rig condition.
RESPONSE: Fly the aircraft! Try to use the appropriate trim to offset
adverse control pressures. Keep the airspeed high enough to maintain
altitude. Make small control inputs, reduce power slowly to avoid controllability problems, and land as soon as practical.
(6) PROBLEM: Canopy opening in flight.
RESPONSE: Fly the aircraft! Reduce speed, maintain level flight, and
land as soon as possible.
b.

d.
If the airport is equipped with a tower, notify them that an experimental aircraft is on its first test flight and requests take-off instructions.

Other possible emergencies to plan for include:

g.
As the aircraft accelerates and approaches the predicted/
manufacturers lift off speed/point (green flag), gently ease back on the
stick. The first take-off should be a gentle and well-controlled maneuver
with the aircraft doing all the work.
h.
If the aircraft does not want to rotate or unusual stick forces are
experienced, abort the takeoff!
i.
If the aircraft has retractable gear, do not raise the gear on the first
two to three flights until the aircrafts stability/control responses have been
explored a little further.
j.
It is recommended that after establishing a safe climb angle. the
pilot DOES NOT throttle back, switch tanks, or make large inputs into the
flight controls for the first 1,000 feet. At the pre-selected altitude, reduce
power slowly to avoid a pitch up or pitch down that might be associated
with rapid power reductions.
NOTE: Check if there is any additional stick or rudder input pressure
during the climb. Try reducing any abnormal stick pressures with trim.
Each control input should be small and slow.
k.
If any unusual engine vibrations, rapid oil pressure fluctuation, oil
and cylinder head temperatures approaching red line, or decreasing fuel
pressure is experienced, refer to the emergency check list
and land as soon as possible.

(1) Loss of communications

(2) Throttle stuck in one position
(3) Propeller throws a blade
(4) Fire in the cockpit

Section 3 Flight Test Manual 1 Page 15

SECTION NO. 5 1.

FIRST FLIGHT PROCEDURES

OBJECTIVE
To perform a series of tests to develop data that will ensure a safe

(1) Level off at altitude; make two clearing turns; stabilize airspeed,
heading, and altitude; set the flaps in the landing configuration and reduce
power slowly to 900 rpm. Trim - If, as is not uncommon on first flights,
the aircraft cannot be trimmed properly, the pilot can still proceed with the
check as long as the stick forces are not unusually heavy.

landing.
a.

The First Test Flight

(1) After take-off, climb to 3,000 feet above ground level (AGL) and level
off. Reduce power slowly. Complete the cruise checklist items. Following
the FLIGHT TEST PLAN, circle the airport or emergency field as the
engine performance is being monitored.
(2) Limit the cruise speed to no more than 1.5 the predicted stall speed of
the aircraft. This will reduce the chances of flutter. If the engine appears to
be operating smoothly, try testing the flight controls.
(3) With the airspeed being monitored, each control input should be gentle
and small. Start with the rudder first. Yaw the nose of the aircraft 5
degrees left and right. Note the response. Raise the aircrafts nose 3
degrees up, note the response. After the aircraft is stabilized, level off and
try three degrees nose down, trim, and note the response. Try a gentle bank
of no more than 5 degrees to the left, then one to the right. If the aircraft is
stable and is operating smoothly, try a few 90 degree clearing turns,
followed by two 360 degree turns: one to the left and one to the
right at a bank angle of 10 degrees.
(4) If the aircraft is responding to the prescribed specifications, increase
the bank angle in succeeding turns to 20 degrees. If no problems are
encountered, climb to 5,000 feet AGL (using the climb checklist and
monitoring engine gauges), level off, fly an imaginary landing pattern, and
test the flaps. Do not forget to announce every 5 to 10 minutes the
aircrafts location, altitude, and intentions. Practice approach to landing by
descending to 4,000 feet AGL first, then to 3,000 feet. Remember, use the
descent checklist.
(5) During these maneuvers, control pressures should increase in proportion to control deflection. If control pressure remains the same as control
deflection increases or if stick forces become lighter as control deflection
increases, the aircraft may have a stability problem. Avoid large control
movements and land as soon as possible.
(6) Remember to keep informing the tower/UNICOM/chase plane of what
is happening. For 10 minutes of anticipated flight time, plan a brief rest
period for the pilot. Fly straight and level, monitor the gauges, and enjoy
the experience.
(7) At low cruise power setting, straight and level, observe how the aircraft
trims out. Do the fixed trim tabs on the rudder and aileron need adjustment? Are the adjustable aileron and elevator trim control effective? Is the
control stick/yoke slightly forward of the mid-position in straight and level
flight?
(8) Climb slowly back up to 5,000 feet. Two questions must be answered
before landing:
(I) Is the aircraft controllable at low speeds?

(2) With the aircraft airspeed approximately 1.4 mph/knots times 54 kts
(75 kts) the predicted stall speed, raise the nose slowly. It is desirable for
the aircraft to start decelerating slowly, about ? kt per second. A 30 kt
deceleration at this rate it will take one minute.
(3) As the aircraft slows down, note all the things that happen as the
speed bleeds off. Observe the changing nose attitude and how the stick
force hanges. Keep the turn coordinator or turn and bank ball in the
middle.
(4) Note how much rudder it takes to keep the ball centered. Every few
seconds make very small control inputs to check that the aircraft is
operating in the prescribed manner. If the aircraft does not respond to
small control inputs (it should not be expected to respond as quickly as it
did at higher speeds) make the inputs a little bit larger. Increase the
amount of input progressively. Do not simultaneously put in all three
control inputs. Give particular attention to the response to nose-down
elevator inputs, which is necessary for recovery.
(5) Notice any changes in flight characteristics and the speeds at which
they take place. Be especially alert for the onset of pre-stall buffet. Is the
buffet felt through the stick? Through the airframe? Though the seat of
the pants? Does the nose of the airplane want to rise or drop on its own?
How strong is the buffet? Is it continuous? Would it get the pilots attention if they were concentrating on something else?
NOTE: On some high performance aircraft and aircraft with unusual wing
designs, a pre-stall buffet may not exist and the stall may be abrupt and
violent with a large degree of wing drop.
(6) Keep making small control inputs at intervals to check the aircrafts
responses. At approximately 5 kts. before the predicted stall speed, or at
the first sign of a pre-stall buffet, note the airspeed and stop the test.
Recover and write down the pre-stall indicated airspeed. This airspeed
should be the reference stall speed for the first landing.
(7) The pre-stall recovery response should be a smooth and quick forward stick movement. This response should be enough to reduce the angle
of attack to the point where the airplane is flying normally again.
(8) A wing drop would be unexpected so early in the approach to a stall,
but if it becomes necessary to raise a low wing do it with rudder, NOT
OPPOSITE AILERON. Use of ailerons at lower speed would increase the
chances for a stall or a sudden departure from controlled flight.
(9) There is no need to gain more airspeed than the extra few mph/knots
to fly out of a pre-stall condition. After returning to straight and level flight
and using the information learned, the pilot can practice a few more
recoveries from a pre-stall condition. Remember the aircraft will constantly be losing altitude so it is necessary to climb back up to 5,000 feet
AGL to continue further flight testing. Do not get so involved that the
overall objective of the first flight is lost which is getting the pilot and
aircraft safely back on the ground.

(II) What is the approximate stall speed?

(9) These questions can be answered with an approach to a stall maneuver. Perform a full canard stall check at this time.

(10) The Flight Test Plan for the first flight should be for a maximum of 1
hour of actual flight time. This is to reduce pilot fatigue and the possibility
of an engine failure or airframe malfunction occurring due to vibration or
construction errors.

(10) The necessity for an approach to a stall check is because it will help
establish a preliminary stall speed (V si ) in mph/knots so the approach
speed for landing can be calculated. Also, the pilot will have knowledge of
the aircrafts handling characteristics at low speed.
b.

Suggested Procedure

Section 3 Flight Test Manual 1 Page 16

NOTE: The pilot may elect to make several practice approaches to landing
at altitude or low approaches to the active runway to get a solid understanding of the lower airspeeds, aircraft attitude, and overall feel of the aircraft in
the landing configuration. Before each low approach at the airport, the
tower/UNICOM/chase plane should be advised of the pilots intentions.
Avoid other traffic in the pattern, and use the landing checklist.

SECTION NO. 2 1.

(12) On final approach, the aircraft speed should be no less than 1.3 (70
kts.) but no more than 1.4 (77 kts.) times the recorded first flight pre-stall
speed.
(13) Proceed slowly and do not over control. If the landing conditions are
not ideal, be prepared to go around.
(14) The actual touchdown should take place within the first 1,000 feet
with braking action being applied before the red (abort) flag marker on the
runway.
(15) After taxiing in, secure the aircraft, debrief the flight with members of
the team, then
together perform a careful post-flight inspection of the aircraft.
CHAPTER NO. 4 -

THE FIRST 10 HOURS

SECTION NO. 1 -

THE SECOND FLIGHT

OBJECTIVE
To validate the engine reliability.

2.
(11) When the pilot has completed all the tests called for by the Flight Test
Plan, notify the tower/UNICOM/chase plane of the intent to land. Complete the landing checklist before entering downwind. Keep all turns less
than 20 degrees of bank, but do not cross-control by using the rudder to
move the nose. This will increase the bank angle, which most pilots will
correct by using opposite aileron. If allowed to continue, and with back
pressure on the stick, this will result in a cross-control stall and a roll to a
near vertical bank attitude at the beginning of a spin with no altitude left for
recovery.

THE THIRD FLIGHT

GENERAL

The third flight is planned to on engine performance. Record the engines

response to any leaning of the fuel mixture, changes to airspeed, and its
response to switching fuel tanks.
a.
Engine oil pressure, oil temperature, fuel pressure, and cylinder
head temperatures should be monitored and recorded from 55 percent
through 75 percent rpm. At the higher rpm, be sure not to exceed 80
percent of the maximum cruise speed. This is to avoid the possibility of
encountering a flutter condition. Record the engine responses to any
leaning the fuel mixture, changes to the power settings (RPM and Manifold
pressure), changes to airspeed, and its response to switching fuel tanks.
b.
Resist the temptation to explore the more exciting dimensions of
flight. Stick to the Flight Test Plan and perform a conscientious evaluation
of the engine. After landing, review the data with the crew members. Make
adjustments as needed, perform another post-flight inspection of the
aircraft, and record oil and fuel consumption.
c.
After three hours of flight testing, the pilot should be able to make
the initial determination that the aircraft is stable and engine is reliable in
cruise configuration.

OBJECTIVE

To re-affirm the first flight findings.

a.
Before the second flight, the pilot should ensure that all discrepancies noted on the first flight are corrected. It is probable that more ground
run-up, rigging adjustments, or taxi tests will be required. Under no circumstances should a pilot take-off in an aircraft with known airworthiness
problems. The Law of Aerodynamics does not often forgive these types of
mistakes.
b.
The pre-flight inspection should be the same as performed for the
first flight, including draining the oil and inspecting the oil and fuel screens
for contamination.
c.
The second flight, again lasting approximately an hour, should be a
carbon copy of the first one, with the exception that all first flight discrepancies are corrected. If problems are not corrected, all further flight testing
should be canceled until solutions are found.

Section 3 Flight Test Manual 1 Page 17

SECTION NO. 3 1.

HOURS 4 THROUGH 10

OBJECTIVE

To build on the data established by the first three hours and start expanding
on the flight test envelope in a thorough and cautious manner. This operational data will be added to the aircrafts flight manual.
2.

GENERAL

These next seven 1-hour test segments should confirm the results of the
first 3 hours and explore the following areas:
a.

Gear retraction

b.
Climbs and descents to preselected altitudes. (monitor engine
performance)
c.

Airspeed indicator in-flight accuracy check

NOTE: After each test flight, ALL DISCREPANCIES will be cleared

before the next flight. The aircraft also must be THOROUGHLY INSPECTED prior to the next flight.
NOTE: It is recommended that all flight test maneuvers be preceded with
two 90 degree clearing turns to ensure that the flight test area is free of
other aircraft.
3.

GEAR RETRACTION

a.
Before the gear is retracted in flight for the first time, it is advisable
to put the aircraft up on jacks and perform several gear retraction tests,
including the emergency gear extension test. These tests will determine if,
in the last three hours of flight testing, any structural deformation or
systems malfunctions have occurred. In addition to the gear retraction test,
the pilot/chase pilot/ground crew should use this time to review the
aircrafts kit/designer instructions and emergency checklist procedures for
malfunctioning gear and plan accordingly. If at any time the aircraft has
suffered a hard landing or side loading on the gear during flight testing, the
aircraft and its gear should be tested for operation and condition on the
ground.
b.
The first gear retraction test is planned for the aircraft flying
straight and level at or above 5,000 feet AGL, over an airport or emergency
field. The airspeed must be well under the maximum landing gear retraction
airspeed. When the gear is being retracted, note if there is any tendency for
the aircraft to yaw, pitch, or roll. Record what changes to the aircrafts trim
are required to maintain straight and level flight. If there are no adverse
flight reactions or system malfunctions, cycle the gear several times. When
satisfied with the straight and level gear retraction test, try an emergency
gear extension but only if this is practical.
c.
With the gear extended, slow the aircraft to 1.3 (70 kts.) times the
pre-determined stall speed, stabilize, lower the flaps to the take-off position,
trim, and maintain straight and level flight.
d.
Simulate a normal takeoff by increasing rpm to full power. Raise
the nose 3 degrees, trim, and then retract the gear. Observe the following:
aircraft reaction, such as pitch or roll; length of time for gear to retract; trim
requirements;, and the time necessary to establish a 1,000-foot climb
before leveling off.
e.
Practice a simulated takeoff several times to ensure that the
aircrafts response is predictable and the gear retraction system is mechanically reliable.

CLIMBS AND DESCENTS

The purpose of these tests is to monitor engine performance and reliability.

The pilot should start the test only after the aircraft has been flying straight
and level for a minimum of 10 minutes to stabilize engine oil pressure and
temperatures.
a.
Engine oil pressure and temperatures must be kept within the
manufacturers limits at all times during these tests. High summer temperatures may place restrictions on the flight test program because both oil and
cylinder head temperatures will increase 1 degree for each 1 degree increase in outside temperature.
(1) Climbs - Start the first climb at a 15 degree climb angle, full power, at a
predetermined designated altitude (1,000 feet AGL). Maintain the climb
angle for one minute. Record the engine temperatures and pressures.
Reduce power, stabilize the engine temperature, and repeat the test. For
the second climb test, the Flight Test Plan should call for increasing the
climb time record the results. When satisfied that an engine cooling
problem does not exist at this climb angle, repeat the tests using steeper
climb angles until the pilot has reached 15 degrees or encountered an engine
manufacturers limit or a 5-minute climb period at full throttle has been
reached.
(2) Descents - Should begin above 5,000 feet AGL with both the engine
temperatures and pressures stabilized.
(I) The test pilot should clear the airspace below him before starting the
descent. The first descent should be at a shallow angle, at low rpm and last
for 30 seconds, not exceeding 1.5 (80 kts) times the estimated stall speed of
the aircraft. During long, low power descents, the pilot must be on the alert
for too rapid cooling of the engine usually identified by a significant drop in
oil and CHT temperature. If a noticeable drop occurs, increase the engine
rpm and reduce the angle of descent. If not corrected, the repeated rapid
cooling of the engine may cause thermal shock to the engine cylinders and
eventually cause cylinder head cracking or seizure.
(II) Conduct each test as before, but increase the time by 30 seconds until
limited by the engine manufacturers restrictions or 5-minute descents are
reached. Record temperatures, pressures, altitudes, and airspeeds data for
climbs and descents for addition into the aircrafts flight manual.
5.

AIRSPEED IN-FLIGHT ACCURACY CHECK

The following procedure for airspeed calibration is offered for evaluation:

a.
A measured course should be chosen with readily identifiable
landmarks at each end. The landmarks should be a known distance apart,
and the length of course should be at least 1 to 2 miles long.
b.
The pilot must fly a precision course maintaining a constant altitude
(1,000 feet AGL), constant airspeed, constant magnetic heading, and
constant engine rpm. The pilot must record the temperature, altitude,
indicated airspeed and the time over each landmark for both directions. The
average of these speeds is the ground speed of the aircraft. An E6B
computer will convert the temperature, altitude, and ground speed into True
Indicated Airspeed for the tests.
NOTE: The difference between the E6B computer readings and the
aircrafts ground speed readings is the error in the instrument and the error
caused by the installation of the system in the aircraft.
c.
The airspeed calibrations runs should be made several times in
opposite headings for each of the selected airspeeds checked. Such
accuracy test runs should start at the lowest safe airspeed and work up to
cruise speed using 10 knot increments.
d.
Most errors will be found at the low end of the speed range due to
the angle of the Pitot mast to the relative wind and/or the location of the
static ports.

Section 3 Flight Test Manual 1 Page 18

NOTE: Flight testing of all amateur-built aircraft is restricted to a flight test

area. If a pilot must run additional tests on the aircraft that require more
airspace, he should notify the FAA District Office that issued the aircrafts
operating limitations and request a change to those limitations. If a pilot is
found to be operating an EXPERIMENTAL AIRCRAFT in violation of the
aircrafts Operating Limitations, the FAA may take certificate action.

d.
Begin by using the same procedures employed on the first flight.
Secure cockpit items. Decelerate slowly at ? kt. per second. Make small
control inputs, keep the ball centered, and note the aircrafts reaction.

e.
Test the accuracy of the airspeed indicator with the gear/flaps up
and down.

f.
Practice the same stall sequence several times at ? kt. speed
deceleration rate to determine the power-off, one g stall speed. Practice
the same stall series with speed brake down, starting with the lowest setting
first and working slowly to the full deployed configuration. Record the
findings.

f.
Record all the data in order to prepare an airspeed calibration table
for the flight manual.

CHAPTER NO. 5 -

EXPANDING THE ENVELOPE

SECTION NO. 1 -

GENERAL

To move from a known flight environment to an unknown flight

environment using a series of planned and carefully executed steps.
a.
Before beginning the next series of test lights, it will be determined
if a Condition Annual inspection as identified in the FAA Operation
Limitation because within the previous 10 hours, the aircraft has been
subjected to what can be referred to as a shakedown cruise.
b.
During the inspection, check the TORQUE (paint marks) on the
engine mounts, propeller bolts, and landing gear. Double check the flight
control hinges and rod end bearings for attachment and play. Check all
cable installations, cable tension, and control travel in addition to completing all the standard inspection and maintenance items. This inspection also
should include checking the oil and fuel filters for metal or other forms of
contamination.
c.
Even if there have been no indications of CO contamination,
perform another carbon monoxide (CO) test using the floodlight procedure
(see chapter 1, section 7) or an industrial CO test meter. There is a strong
possibility that operational vibration and landing stresses may have opened
new paths for CO to enter the cockpit.

g.
After exploring the stall and recovery behavior in a slow deceleration with the ball in the middle, try a series of stalls with a faster rate of
deceleration. Do not exceed the deceleration rate expected in normal
operations.
2.

OBJECTIVE

SECTION NO. 2 -

e.
Let the aircraft stall and recover immediately, with stick forward
and increasing power. Note the stall speed.

HOURS 11 THROUGH 20

OBJECTIVE

To focus the next 10 hours of flight testing on the following: stall speed,
best rate of climb speed, best angle of climb speed, and slow flight. The
stall speed tests will be conducted with the aircrafts fuel tanks full.
a.
To improve safety and reduce the possibility of spins, the aircraft
will be tested with a forward CG loading. Start the stall tests at 6,000 AGL.
Make clearing turns and stabilize the airspeed and altitude. The first full
stall is planned to be conducted with power off and gear-up. After clearing
the area, reduce the airspeed to 1.3 (70 kts.) times the predicted stall speed
and trim.
NOTE: Do not trim within 10 knots of stall.
NOTE: Some clean, high performance aircraft may not have any noticeable pre-stall buffet. The actual stall may be abrupt and violent with a large
amount of wing or nose drop.
b.
The preferred pre-stall and stall behavior is an unmistakable
warning buffet starting lightly about 5 to 10 mph/knots above the eventual
stall speed, growing in intensity as the aircraft slows down.
c.
The desired stall characteristics should be a straight forward nose
drop with no tendency for roll or pitch-up. This docile and forgiving
behavior implies a stall that has started at the wing root and progressed
smoothly outboard. This gives an early warning to the pilot in the form of
the buffet from separated airflow over the wings and or tail. The ailerons
will continue to operate in the attached air flow until the aircrafts stall
speed is reached and the wing stalls.

STALLS

a.
Power on Stalls. As before, use the same procedures moving from
the known to the unknown. Increase power incremental and run a stall test
at each new power setting until full power is reached. It is not advisable to
jump straight from idle to full power with the resultant large changes in
pitch attitude, torque reaction, and slip stream effect on the wing and tail.
b.
Conducting Power on Stalls - t is recommended that the aircraft be
stabilized in level flight at low cruise power. The power-on stall is reached
by slowly increasing the power to the desired power setting. The pilot then
steadily increases the pitch attitude until the aircraft experiences the stall
buffet. Remember to keep the ball in the center until the onset of the stall
buffet.
(1) The power on stall may be more likely to cause the canard to drop
than one at idle.
(2) If the pilot yields to instinct and tries to correct the wing drop with
aileron, it could result in a spin. Since a sharp wing drop could be regarded
as the onset of spin auto-rotation, the recommended corrective action is to
reduce power, exercise prompt application of full opposite rudder combined
with lowering the nose to the horizon or below.
(4) Perform the same sequence of events for power on stalls as power-off
stalls, unless limited by the designers instructions. Record all findings for
the aircrafts flight manual.
NOTE: All slow flight and stall checks will need to be performed with
both gear up and down conditions. Record the different stall speeds for
each configuration in the aircrafts flight manual.
c.
Best Rate of Climb Speed Tests - To determine the best rate of
climb for the aircraft, the following procedures are planned:
(1) Perform the tests in smooth air, free from thermal activity. Select an
altitude (1,000 feet AGL) as a BASE attitude. Use a heading 90 degrees to
the wind and for the best results, reverse the heading 180 degrees after
each climb test.
(2) Begin a full throttle climb well below the predetermined BASE altitude
and stabilize at a pre-selected airspeed approximately 15 mph/knots above
the predicted best rate of climb speed. As the aircraft passes through the
BASE altitude, begin a one minute time check. At the end of 1 minute,
record the altitude gained. Descend down below the BASE altitude.
Decrease the airspeed by 5 mph/knots and run the test again. After each
succeeding test, the pilot should decrease the airspeed by 5 mph/knots until
reaching an airspeed that is 10 knots higher than the stall speed of the
aircraft. Record the airspeed and altitude gained for each climb on a graph
similar to Figure No. 6.
(3) The airspeed that shows the greatest gain in altitude is the aircrafts
best rate of climb speed
(V y ).

Section 3 Flight Test Manual 1 Page 19

Best Angle of Climb Speed Tests

SECTION NO. 3 CHECKS

(1) Best angle of climb speed can be found by using the same chart
developed for the best rate of climb tests. Draw a line (tangent) from the
zero rate of climb feet per minute (see figure 4) outward to a point, on the
rate of climb airspeed curve. Where both lines touch, draw a line straight
down to the airspeed leg of the chart.

HOURS 21 - 35: STABILITY AND CONTROL

OBJECTIVE
To determine the aircrafts stability limits and range of control.

GENERAL

(2) The airspeed that the line intersects is the best angle of climb airspeed.
e.

Slow Flight Test

(1) For added safety, the slow flight tests should be performed at 6,000
AGL or higher to allow room for spin recovery. THE PRIMARY PURPOSE OF THESE TESTS IS FOR THE PILOT TO BECOME
FAMILIAR WITH THE AIRCRAFTS HANDLING QUALITIES AT
THE MINIMUM GEAR UP/DOWN AIRSPEEDS AND POWER SETTINGS.
(2) The tests should be done with and without the speed brake being
deployed. Start the tests at an airspeed of 1.3 times (70) the stall speed of
the aircraft. Once the aircraft is stabilized and maintaining its altitude,
reduce the airspeed by 5 knots. Maintain the altitude. Keep reducing the
airspeed until approaching a stall.
(3) Maintain 5 knots above the previously determined stall speed. This
figure is the initial slow flight airspeed. Practice with each multiple speed
brake setting, noting its affect on the aircrafts performance. Test in all
gear and speed brake combinations. These tests will be run later in the
flight test program but with the AIRCRAFT AT GROSS WEIGHT to
determine the actual slow flight airspeed and stall speeds.
(4)
Remember, to help reduce the possibility of unplanned stalls in
slow flight configurations, avoid bank angles of more than 5 degrees. When
all the test data has been evaluated, and if the aircraft is equipped with a
stall warning horn or indicator, set the stall warning at 5 knots above the
aircrafts highest stall speed.

Before attempting to satisfy the requirements of Federal Aviation Regulations (91.319) Aircraft Having Experimental Certificates: Operating
Limitations and declaring that the aircraft is controllable throughout the
normal range of speeds, two things must be done.
a.
Perform another complete inspection of the aircraft, including oil
changes and fuel system filter
checks.
b.
Carry out a close examination of the stability and control characteristics of the aircraft. Stability and control checks will be centered around
the three axes of the aircraft: longitudinal or roll axis (ailerons), the lateral
or pitching axis (elevators), and the vertical or yaw axis (rudder).
c.
All tests need a starting point - The starting point for stability and
control checks is called the state of equilibrium. An aircraft is said to be in a
state of equilibrium when it experiences no acceleration and remains in a
steady trimmed condition until the force or moment balance is disturbed by
an atmospheric irregularity or by pilot input.
3.

DEFINITIONS

a.
Static Stability - (positive) is when an aircraft tends to return to the
state of initial equilibrium position following a disturbance.
b.
Static Stability - (neutral) is when an aircraft remains in equilibrium
in a new position, following a disturbance from an initial equilibrium
position.
c.
Static Stability - (negative) is when an aircraft tends to move
further in the same direction as the disturbance that moved it from the
initial equilibrium position (figure 8).
d.
Dynamic Stability - is the time history of the movement of the
aircraft in response to its static stability tendencies following an initial
disturbance from equilibrium (figure 9).
e.

Test for Static Longitudinal Stability

(1) This test should be done first. All tests should be conducted with the
aircraft in the forward of center CG. Climb to at least 6,000 feet AGL and
trim the aircraft for zero stick force in straight and level flight at low
cruising speed. (Note: Do not re-trim the aircraft once the test has begun.)
Apply a light pull force and stabilize at an airspeed about 10 percent less
than the trimmed cruise speed. At this reduced airspeed it should require a
pull force to maintain the slower speed.
(I) If it requires a pull force, pull a little further back on the stick and
stabilize the airspeed at approximately 20 percent below the initial cruise
trim speed.
(II) If it requires a still greater pull force to maintain this lower airspeed,
the aircraft has POSITIVE STATIC LONGITUDINAL STABILITY.
(III) If at either test points, no pull force is required to maintain the
reduced airspeeds, the aircraft has NEUTRAL STATIC LONGITUDINAL
STABILITY.
(IV) If either of these test points require a push force to maintain the
reduced airspeed then the aircraft has NEGATIVE STATIC LONGITUDINAL STABILITY.

Section 3 Flight Test Manual 1 Page 20

(2) Repeat another series of static longitudinal stability tests using a push
force on the control stick. At an airspeed 10 percent above the trim cruise
speed the control stick should require a push force to maintain the
airspeed. If a pull force is required, the aircraft has NEGATIVE STATIC
LONGITUDINAL STABILITY.

(4) To check static directional stability, trim the aircraft at a low cruise
setting above 5,000 feet AFL. Slowly yaw the aircraft left and right using
the rudder. Simultaneously, the wings should be kept level by using the
ailerons. When the rudder is released, the aircraft should tend to return to
straight flight.

WARNING: If the aircraft exhibits negative static longitudinal stability,

seek professional advice on correcting the problem before further flight.

g.
Spiral Stability - This is determined by the aircrafts tendency to
raise the low wing when the controls are released in a bank. To test for
spiral stability, apply 15 to 20 degrees of bank either to the left or right, and
release the controls. If the bank angle decreases, the spiral stability is
positive. If the bank angle stays the same, the spiral stability is neutral. If
the bank angle increases, the spiral stability is negative. Negative spiral
stability is not necessarily dangerous, but the rate of divergence should not
be too great or the aircraft will require frequent pilot attention and will be
difficult to fly, especially on instruments.

(3) After confirming the aircraft has positive STATIC longitudinal stability,
the pilot can check for positive DYNAMIC longitudinal stability (short
period). First, trim the aircraft to fly straight and level at normal trim cruise
speed. With a smooth, but fairly rapid motion, push the nose down a few
degrees.
(4) Quickly reverse the input to nose up to bring the pitch attitude back to
trim attitude. As the pitch attitude reaches trim attitude, release the stick
(but guard it). The aircraft with positive dynamic longitudinal stability will
oscillate briefly about the trim attitude before stopping at the trim attitude
position.
(5) To test the aircraft for positive DYNAMIC longitudinal stability (long
period), begin from trimmed, straight and level flight. Without re-trimming,
pull (or push) the stick to a speed about 5 knots off trim and release the
stick. There is no need to stabilize at the new speed. Expect the aircraft to
oscillate slowly about the trim airspeed a number of times before the
motion dampens out. If there is significant friction in the control system,
the aircraft may settle at a speed somewhat different from the original trim
speed.
(6) If the amplitude increases with time, the dynamic longitudinal stability
is negative or divergent. This is not necessarily dangerous as long as the
rate of divergence is not too great. It does mean, however, the aircraft will
be difficult to trim and will require frequent pilot attention.
(7) An aircraft with NEUTRAL dynamic longitudinal stability (long
period) will continue to oscillate through a series of increasing/decreasing
airspeeds and never return to the original trim airspeed.
f.
Lateral-directional Stability Control Tests. Lateral (Dihedral Effect)
and directional stability tests are to determine if the aircraft can demonstrate
a tendency to raise the low wing in a sideslip once the ailerons are freed.
They also determine if the rudder is effective in maintaining directional
control.
CAUTION: This test may impose high flight loads on the aircraft. Do not
exceed the design maneuvering speed or any other airspeed limitation.
(1) To check lateral and directional stability, the aircraft should be trimmed
for level flight at a low cruise setting and an altitude above 5,000 feet AGL.
Slowly enter a sideslip by maintaining the aircrafts heading with rudder and
ailerons. The aircraft should be able to hold a heading with rudder at a bank
angle of 10 degrees or the bank angle appropriate for full rudder deflection.
The control forces and deflection should increase steadily, although not
necessarily in constant proportions with one another (in some cases, rudder
forces may lighten), until either the rudder or the ailerons reach full deflection or the maximum sideslip angle is reached.
(2) At no time should there be a tendency toward a force reversal, which
could lead to an over balance condition or a rudder lock.
(3) Release the ailerons while still holding full rudder. When the ailerons are
released, the low wing should return to the level position. Do not assist the
ailerons during this evaluation.

NOTE: Friction in the aileron control system can completely mask the
inherent spiral characteristics of the airframe.
SECTION NO. 4 - FLUTTER
1.

OBJECTIVE
To understand the causes and cures of the condition known as

flutter.
2.

DESCRIPTION

Flutter in an aircraft structure is the result of an interaction between

aerodynamic inputs, the elastic properties of the structure, the mass or
weight distribution of the various elements, and airspeed.
a.
To most, the word flutter suggests a flags movement as the
wind blows across it. In a light breeze, the flag waves gently but as the
wind speed increases, the flags motion becomes more and more excited. It
takes little imagination to realize if something similar happened to an aircraft
structure, the effects would be catastrophic. The parallel to a flag is
appropriate.
b.
Think of a primary surface with a control hinged to it (e.g., an
aileron). Imagine that the airplane hits a thermal. The initial response of the
wing is to bend upwards relative to the fuselage.
c.
If the center of mass of the aileron is not exactly on the hinge line,
it will tend to lag behind the wing as it bends upwards.
d.
In a simple, unbalanced, flap-type hinged control, the center of
mass will be behind the hinge line and the inertial lag will result in the
aileron being deflected downwards. This will result in the wing momentarily
generating more lift, increasing its upward bending moment and its velocity
relative to the fuselage. The inertia of the wing will carry it upwards beyond
its equilibrium position to a point where more energy is stored in the
deformed structure than can be opposed by the aerodynamic forces acting
on it.
e.
The wing bounces back and starts to move downward but, as
before, the aileron lags behind and is deflected upwards this time. This adds
to the aerodynamic down force on the wing, once more driving it beyond
its equilibrium position and the cycle repeats.
f.
Flutter can happen at any speed, including take-off speed. At low
airspeeds, however, structural and aerodynamic damping quickly suppress
the flutter motion. But as the airspeed increases, so do the aerodynamic
driving forces generated by the aileron. When they are large enough to
cancel the damping, the motion becomes continuous.

Section 3 Flight Test Manual 1 Page 21

g.
Further small increases will produce a divergent, or increasing
oscillation, which can quickly exceed the structural limits of the airframe.
Even when flutter is on the verge of becoming catastrophic it can still be
very hard to detect. What causes this is the high frequency of the oscillation, typically between 5 and 20 Hz (cycles per second). It will take but a
small increase in speed (1/4) knot or less) to remove what little damping
remains and the motion will become divergent rapidly.

d.
The aircraft does not have to develop a deep stall each time. The
pilot needs only to record the airspeed and bank angle in which the aircraft
hits the pre-stall buffet. Recover by adding power and reducing the angle of
bank.

h.
Flutter also can occur on a smaller scale if the main control surface
has a control tab on it. The mechanics are the same with the tab taking the
place of the aileron and the aileron taking the place of the wing. The biggest
difference are the masses involved are much smaller, the frequencies much
higher, and there is less feed-back through the control system. This makes
tab flutter more difficult to detect. The phenomenon known as buzz is
often caused by tab flutter. Since flutter is more prevalent at higher speeds,
it is not recommended that the flight test plan call for high speed runs
within 10 percent of red line.

SECTION NO. 1 - MAXIMUM GROSS WEIGHT TESTS

i.
What can be done about it? Having described how flutter happens,
the following suggestions should help reduce the possibility of it happening
to the amateur-builders aircraft:
(1) Perform a mass balance of all flight controls in accordance with the
designer/kit manufacturers instructions.
(2) Eliminate all control free play by reducing slop in rod end bearings,
hinges, and every nut and bolt used in attaching flight controls.
(3) Re-balance any flight control if it has been repaired, repainted, or
modified in any way.
NOTE: If the pilot experiences flutter, or believes he did, reduce power
immediately and land as soon as possible. Do not attempt further flight until
the aircraft has been thoroughly inspected for flutter induced damage. This
inspection should include all wing/tail attach points, flight controls, their
attach points/hinges, hardware, control rods, and control rod bearings for
elongated bolt/rivet holes, cracks, (especially rod end bearings) and sheared
rivets.
SECTION NO. 5 - SPINS
Spins are prohibited.

SECTION NO. 6 - ACCELERATED STALLS

OBJECTIVE
To further explore the stall characteristics of the aircraft.

a.
An accelerated stall is not a stall reached after a rapid deceleration.
It is an in-flight stall at more than one g, similar to what is experienced in a
steep turn or a pull up.
NOTE: Do not attempt this or any other extreme maneuver unless the
designer or kit manufacturer has performed similar tests on a prototype
aircraft identical to the amateur-builders aircraft.

CHAPTER NO. 6 - PUTTING IT ALL TOGETHER

OBJECTIVE
To develop aircraft performance data across the weight and CG

ranges.
a.
Up until this point, all tests have been planned well below the test
aircrafts maximum gross weight, with the possible exception of single seat
aircraft designs. A complete series of flight tests at maximum gross weight
from stalls, rates of climb, angles of climb, stability, retraction tests, slow
flight, through accelerated stalls should be investigated.
b.
These tests should demonstrate that the aircraft has been successfully flown throughout the CG range, and will operate in and at the full
range of aircraft weights from minimum to full gross weight. The findings
should be documented in the aircrafts flight manual.
c.
Each phase of the testing should be done slowly, incremental, with
the same careful attention to detail that should characterize all the flight
testing.
d.
Increases in the aircraft weight should be done in a series of steps.
Usually, 20 percent increments of the maximum payload (e.g., sandbags,
lead shot) are added in the aircraft to simulate passengers or baggage
weight. The pilot should carefully weigh and secure the ballast. A new
weight and balance and CG location must be worked for each new increase
in weight. Stop testing when the aircrafts maximum gross weight is
reached.
e.
The testing up to this point has been done at, or near, the forward
CG limit. During these tests, the CG should be slowly, but progressively,
moved aft between each test flight. Limit the change to the CG range to
about 20 percent of the range. Again the pilot should weigh the ballast and
work a new weight and balance for each flight. With each CG change the
aircraft longitudinal static stability and stall characteristics should be carefully evaluated by using the same technique discussed earlier. Stop testing
when the designers or kit manufacturers aft CG limit is reached.
f.
If the aircraft develops either a neutral or negative longitudinal
stability problem, or the aircraft displays unsatisfactory stall characteristics
at any CG location being tested, STOP FURTHER TESTING!!
g.
These tests should confirm the designers aft CG limit or establish
the last satisfactory aft CG location. If the aft CG range is not satisfactory,
consult with the kit manufacturer, aircraft designer, or a flight test engineering consultant.
h.
The pilot should avoid the temptation to take a live ballast weight
up for a ride for three reasons:

b.
The two standard methods for accelerated stalls are the constant g
(1) The aircraft has not been proven safe for the higher gross weights.
(constant bank) and constant speed (increasing bank). Most preferred of the
two is the constant bank method in which the airspeed is decreased and the
(2) The pilot and passenger are at great risk. It is a sure sign the pilot has
angle of bank is held constant, until the aircraft stalls. It is the most prebecome complacent and sloppy in his flight test program.
ferred because the potential violence of any accelerated stall is largely
governed by the increasing g load and airspeed.
(3) The pilot will be breaking a contract (Operating Limitations) with the
U. S. Government.
c.
As with every test, plan the sequence of events. Start with small
bank angles 30 degrees will produce 1.15 g. Decelerate slowly, ball in
i.
Pilots should ensure that the added ballast weight in the cockpit is
the center, do not over control. Work up incremental to a two g, 60 degree
secured. A seat belt over some sand bags will not stop the weight from
bank.
shifting and getting loose in a cockpit. The last thing a test pilot needs is a
20-pound lead-shot bag free in the cockpit during a climb test, a landing, or
a spin. Tie each weight down individually, and cover all the weights with a
cargo net.

Section 3 Flight Test Manual 1 Page 22

j.
Ensure the ropes/nets and airframe attach points are strong enough
to take the added load. Make sure the passenger seat can take that much
localized weight safely.

(3) Check again for errors at each cardinal heading. Record the last
readings and prepare a compass correction card. The maximum deviation
(positive or negative) is 10 degrees on any one heading.

k.
The maximum gross weight test results should be recorded in the
flight manual. If there are any changes to the stall speed initially marked on
the airspeed indicator, it should be changed to reflect the aircraft stall speed
at maximum gross weight.

(5) Two complete compass checks are planned, one with all electrical
accessories on (e.g., radios/ nav lights), and one with all electrical accessories off. If the deviation in level flight is more than 10 degrees on any
heading with the accessories on, make up a separate compass correction
card that shows the magnetic heading with the equipment on.

SECTION NO. 2 - SERVICE CEILING TESTS

OBJECTIVE

To determine the highest altitude at which an aircraft can continue to climb

at 100 feet per minute (Service Ceiling).
a.
Pilots who wish to determine the actual service ceiling of their
aircraft are offered the following suggestions:
(1) Ask the local Flight Standards District Office (FSDO) to amend the
Operating Limitations to permit a climb to the aircrafts service ceiling, if
that altitude is above 18,000 feet.
(2) Contact the local Flight Service Station (FSS) or ATC facility, and
reserve a time and airspace to make the test.
(3) Install a transponder (reference FAR 91.215) or get a waiver.
(4) Install a portable oxygen bottle, if plans are to go above 12,000 feet.
(Become familiar with the symptoms and cures of hypoxia and hyperventilation.)
(5) Review the engine manufacturers mixture leaning procedures.
(6) Maintain communications with an air traffic facility at all times.

(6) Record the findings in the aircrafts flight manual and create a compass
correction card, mounting it near the magnetic compass in the cockpit.
Make two cards; one with radios on and one with radios and non essential
electrical accessories off.
b.
Very High Frequency (VHF) Omni-directional Radio Range (VOR)
Check. The best guide to check the accuracy of the VOR on board equipment is the VOR Receiver Check found in the Airmans Information
Manual (AIM), available from the Superintendent of Documents. The
following is an abbreviated summary of the VOR procedure in the AIM.
(1) For a ground test of the VOR, a VOR Test Facility (VOT) must be
used. To use the VOT service, tune in the VOT frequency on the VOR
receiver. It is normally 108 MHz. With the Course Deviation Indicator
(CDI) centered, the omni-bearing selector should read 0 degrees with the
to/from indicator showing from, or the omni-bearing selector should read
180 degrees with the to/from indicator showing to. The maximum
bearing error should never be more than four degrees.
NOTE: The VOT facilities closest to the flight test location can be found in
the Airport/Facility Directory.
(2) For the airborne test, select a prominent ground point along the selected radial, preferably more than 20 miles from the VOR. Maneuver the
aircraft directly over the point at a reasonably low altitude.

b.
The climb to the aircraft service ceiling should be made in a series
of step climbs during which engine performance, temperatures and pressures are recorded. At the slightest indication of engine performance or
aircraft control problems, the pilot should terminate the test and return to
the airport.

(I) Note the VOR bearing indicated by the receiver when over the ground
point. The maximum permissible variation between the published radial and
the indicated bearing is six degrees.

SECTION NO. 3 - NAVIGATION, FUEL CONSUMPTION, AND

NIGHT FLYING

c.
Fuel Consumption - A good indication of how much the engine is
working for each rpm produced. For a new or recently overhauled engine,
the fuel consumption should improve each flight hour until the engine
finishes its break in period, i.e., after approximately 100 hours of operation.

OBJECTIVE

To ensure all the small but important aspects of flight have been
tested and found reliable.
a.

The Magnetic Compass:

(1) The magnetic compass can be checked for accuracy by using a compass rose located on an airport, or using a hand held master compass.
The master compass is a reverse reading compass with a gun-sight mounted
on the top of it. With the aircraft facing north and the pilot running the
engine at 1,000 rpm, a second individual standing 30 feet away facing due
south shoots, or aligns, the master compass with the aircrafts centerline.
Using hand signals, the pilot aligns the aircraft with the master compass.
The pilot then runs the aircraft engine up to approximately 1,700 rpm to
duplicate the aircrafts magnetic field and reads the compass.
(2) If the aircraft compass is not in alignment with the master compass
(start at north), correct the error by adjusting the north/south brass adjustment screw with a non-metallic screwdriver (can be made out of stainless
steel welding rod, brass stock, or plastic) until the compass reads correctly.
Go to the reciprocal heading (south) and remove half the error. On the east/
west headings, use the other brass adjustment screw to make the corrections using the same procedures that was used to correct the north/south
errors.

(II) If the aircraft has dual VORs, the maximum permissible variation
between the two receivers is 4 degrees.

(1) To determine the aircraft fuel consumption, lay out a race track course
with 8 to 10 mile legs. If the aircraft has one fuel tank or cannot switch
tanks, do the following: Determine the approximate fuel burn to reach
1,000, 3,000, 5,000, 7,000, and 9,000 feet of altitude. With full tanks,
climb to 3,000 feet and run the race track course for half an hour at 55
percent power.
(2) Land and measure the fuel used by dipping the tanks with a calibrated
fuel stick, or by adding measured amounts of fuel to the tank until the tank
is full. Subtract the approximate fuel burn to altitude, and multiply the
remainder by two to get the fuel burn per hour.
(3) The tests are much easier and the results more accurate if the aircraft
has two independent fuel tanks. Take-off on one tank and switch to the
opposite tank at the test altitude. At the completion of the test, switch back
to the first tank; land and measure the amount of fuel added in both tanks
and multiply the quantity by two to get the amount of fuel used per hour.

(4) If the compass cannot be adjusted to meet this requirement, install

another one. If the new compass is not available, try a different location in
the cockpit, away from all ferrous metals and electrical bundles.
NOTE: A common error that affects the compasss accuracy is the mounting of magnetic compass on/in the instrument panel with steel machine
screws and nuts rather than brass.

Section 3 Flight Test Manual 1 Page 23

(4) Run the same test at 65 percent and 75 percent power at the same
altitude, using the same procedures. Move up to the next altitude and run
the same tests.

CHAPTER NO. 7 - FUEL SYSTEM

d.
Night Operations - Should be conducted in accordance with the
aircrafts FAA Operating Limitations and limited to normal climbs and
descents (e.g., 500 feet per minute), pitch angles of less than 5 degrees,
straight and level flight, and coordinated turns of no more than 20 degrees
of bank angle.

(1) The main concern for night testing should be the availability of a
horizontal reference (e.g., bright moon or artificial horizon).
(2) Prior to every night flight, ensure a reliable flashlight with fresh batteries and a set of Flight Test Plan procedures are on board. Some night
testing requirements should have already been determined on the ground.
For example:
(I) The electrical load review of all the lights, pumps, instrumentation, and
avionics did not exceed 80 percent of the aircrafts charging system capacity.
(II) The cockpit instrumentation lighting is adequate and was tested for
reliability of operation during daytime flights.
(III) The pilot has at least ? hour of night time taxiing the aircraft. This
practice is needed to
familiarize the pilot with a different operating environment.
(IV) The position and brightness of instrument panel lights, anti-collision
strobe lights, and rotating beacons will not adversely affect the pilots night
vision.
(3) A possible night flight test plan is a series of takeoffs and landings and
traffic pattern entries and exits. The actual night flight will consist of an
evaluation of the effectiveness of the taxi/landing light system, during taxi,
take-off, and landing. The pilot should note any glare on the windshield or
light flicker on the instrument panel.

SECTION NO. 1 - FUEL and FUEL SYSTEMS

GENERAL

Many problems with light-weight aircraft engines can be directly traced to

the type of fuel used. Many states allow automotive fuels to be sold
containing 10 percent alcohol without requiring a label stating so. Alcohol
can cause serious problems in aircraft engines so first ensure that the fuel
source is a reliable one.
a.
Test for Alcohol in Automotive Fuel - Take a thin glass jar, mark it
one inch from the bottom of the jar with tape or indelible ink, and fill the
jar with water up to that mark. Fill the jar to the top with a sample of the
fuel to be tested. There is a clear separation between the water and the
fuel. Put the lid on the jar and shake. Let it settle for about a minute and
check. If the water line is now above the first mark, the fuel has alcohol
in it. Try another source for fuel and do another test.
b.
Fuel Primer System - Perform a careful inspection of fuel primer
bulbs fitted in suction lines because they deteriorate over time and are a
possible source of air leaks, resulting in a lean mixture. Primer bulbs with
plastic one-way valves have been known to break loose and completely
block the fuel in the fuel line. Positioning the fuel line so the fuel flows
upward through the primer bulb will help minimize the possibility of this
problem occurring. A permanently fitted fuel pressure gage is recommended because it can check fuel system operation during engine break-in
and fuel flow during extreme angles of attack.
c.

Filters, Fuel Lines, and Throttles

(1) Finger screens in fuel tanks should be checked every 10 hours for
debris or varnish build up from fuel. Nylon mesh fuel filters are preferred
with 2 cycle engines. Paper element filters should be avoided because they
may severely and invisibly restrict the fuel flow. This is due to a reaction
between water and oil detergents. The fuel filter should be distinctly
located, between the fuel pump and the carburetors, to facilitate pre-flight
inspection and avoid the possibility of air leaks on the suction side.
(2) Check plastic fuel lines for age hardness, discoloration, and over all
condition. Fuel line attach points should be checked before each flight.
Always clamp a fuel line at the inlet and outlet. A slip-on line might slip off
in flight. Leave a little slack in the fuel lines to minimize cracking from
vibration.
d.

Causes of High Fuel Consumption

(1) Dirty air filter causes a rich mixture.

(2) Propeller is not matched to the engine.
(3) Carburetor float improperly adjusted.
(4) Fuel pressure set too high.
(5) Wrong carburetor jets installed.
(6) Defective float valve.
(7) Extreme vibration (propeller/engine) that keeps float valve open.

Section 3 Flight Test Manual 1 Page 24

APPENDICES

FUSELAGE:

APPENDIX NO. 1 - SAMPLE CHECKLIST FOR A CONDITION

INSPECTION

Remove Inspection Plates and Panels

Inspect Bulkheads and Stringers for Popped Rivets and Cracked Skin
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 Chafing Lines
Check Control Stick / Yoke for Freedom of Movement
Check Flap Control Operation
Check Cable and Pulleys for Attachment and Operation
Perform Flood-Light 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 Chute Installation per Manufacturer Recommendations

AIRCRAFT IDENTIFICATION:
TYPE/S.N.
N NUMBER
A/F TOTAL TIME
OWNER
ENGINE MODEL/S.N.
PROPELLER MODEL/S.N.
ENGINE TOTAL TIME
PROPELLER TOTAL TIME
GENERAL:
S - Satisfactory
U - Unsatisfactory
REQUIRED DOCUMENTS WITH AIRCRAFT

EMPENNAGE / CANARD:
A - Airworthiness Certificate
R - Registration and Aircraft Identification Plate
R - Radio License (no longer needed)
O - Operation Limitations
W - Weight and Balance
WINGS:
Remove Inspection Plates / Fairings
General Inspection of the Exterior/Interior Wing
Flight Controls Balance Weights for Security
Flight Controls Proper Attachment (No Slop)
Flight Control Hinges / Rod End Bearings Serviceability
Flight Controls Properly Rigged/Proper Tension
Inspect All Control Stops for Security
Trim Control Properly Rigged
Trim Control Surfaces/Hinges/Rod End Bearings Serv.
Frayed Cables or Cracked/Frozen 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 Condition
Wing/Strut/Cable Attachments and Hardware for Safety and Condition
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
Wing Attach Points
Clean Fuel Filters / Gasolator / 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
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

Remove Inspection Plates and Fairings

Inspect Canard Attach Points for Security
Inspect Vertical Fin Attach Points
Inspect Elevator/Stabilizer Attach Points
Inspect Hinges / Trim Tabs / Rod Ends for Attachment and Free Play
Inspect Empennage / Canard Skin for Damage/Corrosion
Inspect All Control Cables, Hinges and Pulleys
Inspect All Control Stops for U/L:
Check All Attachment Points and Control for Safety Condition
ENGINE:
Perform Compression Test: #1, #2, #3, #4
Change Oil and Filter (Check for Metal)
Inspect Ignition Harness for Condition and Continuity
Check Ignition Lead Cigarettes for Condition/Cracks
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 Stains
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 for Condition
Inspect Carburetor for Security & Clean Inlet Screen
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 and Condition
Check Muffler / Internal Baffle for Security
Check Exhaust Pipes/Flanges for Security & Attachment
Re-pack Exhaust Gaskets as Required
Check Cowling for Cracks and Security
PROPELLER:
Check Spinner and Back Plate for Cracks
Inspect for Cracks / Stone Damage / Nicks
Check for Delaminating (Wood/Composite Blades)
Check Prop Bolts Torque / Safety Wire
Check for Oil Leaks (Crankcase Nose Seal)
Grease Leaks (Constant Speed Prop)
Check Propeller Governor for Leaks and Operation
Check Prop Track
Check Prop Balance (Wood Prop)

Section 3 Flight Test Manual 1 Page 25

ELECTRICAL:
Spare Fuses Available
Battery Serviced and Free from Corrosion
Battery Box Free from Corrosion
ELT Battery Free from Corrosion and Current Battery
Check Landing Light Operation
Check Position Lights Operation
Check Anti Collision Light for Operation
Inspect All Antenna Mounts and Wiring for Security
Check All Grounding Wires (Engine to Airframe, Wing to Aileron/Flap,
Inspect Radios/Leads/Wires for Attachment & Security
Inspect Circuit Breakers/Fuses Panels for Condition

Upon written request, the FAA will supply summary formatted computer
print-outs on all accidents and incidents concerning all makes and models
of general aviation and amateur-built aircraft. Reports for an
individual aircraft accident/incident, or a summary accident/incident report
on all aircraft accidents and incidents for a particular make and model, are
also available. Requests must be in writing via mail or FAX.
The FAA, EAA, and the NTSB require the date, location of the accident,
and if possible, the N number for a single aircraft accident. Identify the
make and model aircraft (e.g., Poteen Rocket, model OB-1) only if ALL
the accidents/incidents for a particular aircraft design are being requested.
A single, computerized report runs approximately 2 pages in length. If the
accident is over 18 months old, the report will list probable causes.
A processing fee may be charged for each request based on the number
and length of the reports requested.

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
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:
AIRWORTHINESS DIRECTIVES
RECORD FINDINGS AND SIGN OFF INSPECTION AND MAINTENANCE IN AIRCRAFT
LOG BOOKS
APPENDIX NO. 2 - ADDRESSES FOR ACCIDENT/INCIDENT INFORMATION
Accident/incident reports for all U.S.-registered make and model
aircraft are available from the following sources:
Federal Aviation Administration (FAA)
Information Management Section, AFS-624
P.O. Box 25082
Oklahoma City, OK 73125
FAX: (405) 954-4655
Experimental Aircraft Association (EAA)
P.O. Box 3086
Attention: Information Services
Wittman Airfield
Oshkosh, WI 54903-3086
TEL: (414) 426-4821
National Transportation Safety Board (NTSB)
Public Inquiry Section
RE-51
490 LEnfant Plaza, SW.
Washington, DC 20594
TEL: (202) 382-6735

Section 3 Flight Test Manual 1 Page 26

APPENDIX NO. 3 - ADDITIONAL REFERENCES ON FLIGHT TESTING

The following references comprise selected additional information sources on flight testing and first flight
experiences for amateur-built and ultralight aircraft. This list of informational material may help
amateur-builders in preparing the FLIGHT TEST PLAN for their aircraft.
INDUSTRY PUBLICATIONS: Amateur-Built
Askue, Vaughan, Flight Testing Homebuilt Aircraft, (Ames, IA: State University Press, 1992)
Ariosto, James, A Two Minute Test-Hop Reveals All Wrongs, Sport Aviation, (May 1970), pp. 29-30.
Bingelis, Antoni, A Report on the 1973 Oshkosh Safety and Courtesy Inspections, Sport Aviation, November 1973), pp. 35-37.
After the First Test Flight, Sport Aviation, (April 1988), pp. 27-30.
Flight Testing Homebuilts-Stage One: Making Preparations for Flight Testing, Sport Aviation, (January 1989), pp. 27-30.
Flight Testing Homebuilts-Stage Two: Making the Initial Flight Test, Sport Aviation, (February 1989), pp. 27-30.
Flight Testing Homebuilts-Stage Three: Expanding the Flight Envelope, Sport Aviation, (March 1989), pp. 28-31, 66.
Colby, Doug (1986), Into the air, Junior Birdman! Homebuilt Aircraft, V. 13, No ?, pp. 44-47.
Dewey, A. J., and Downie, Don, Flight Testing the Deweybird, Air Progress Homebuilt Aircraft, (Spring-Summer 1967), pp. 4-9.
Donofrio, P. R., Checkmate, Sport Aviation, (June 1978), pp. 30-31.
Dwiggins, Don, Flight Testing Your Homebuilt, Homebuilt Aircraft, (July 1985), pp. 40-43.
Flight Testing Your Homebuilt, Plane and Pilot, (Annual, 1974), pp. 56-61.
Enman, Ann, The Moment of Truth! The Test Flight, Air Progress 1989 Guide to Sport Aircraft Kits, pp. 16-19.
Experimental Aircraft Association, Pilot Reports and Flight Testing, V. 1, pg. 72 (1977). Selected first
flight reports and flight testing procedures.
Friedman, Peter, High Tech-First flight, Sport Pilot, (February 1989), pp. 16, 17, 72, 73.
Goyar, Norman, Free Insurance and How to Get It, Sport Pilot, j. 5, No. 3 (1989), pp. 44-49.
Hamlin, Benson, Flight Testing Conventional and Jet-Propelled Airplanes, (New York: The MacMillan Company, 1946)
Heintz, Chris, The First Flight of Your Aircraft, EAA Light Plane World, (May 1986), pp. 7-9.
Performance Testing Your Aircraft, EAA Light Plane World, (July 1986), pp. 13-15.
Hurt, H. H., Jr., Aerodynamics for Naval Aviators, (California: University of Southern California, 1960
[revised 1965]). NAVAIR 00-80T-80. Issued by the Office of the Chief of Naval Operations, Aviation Training Division.
Jacquemin, G., Flight-testing for the Amateur, Sport Aviation, (April 1965), pg. 4.
Kerley, Jim, Thoughts on Test Flying, Sport Aviation, (March 1970), pp. 34-35.
Ladd, Robert W., The Test Flight of Chihuahua, Sport Aviation, (February 1968), pg. 4.
Macq, Harvey, Test Flight, Sport Aviation, (March 1960), pg. 3.
Mason, Sammy, Stalls, Spins, and Safety, (New York: Macmillan Publishing Company, 1985)
Mitchell, C.G.B., Design of the Kittiwake Family of Light Aircraft, (Part 2) Sport Aviation, (March 1969), pp. 36-37.
Rhodes, Mike, First FlightTrial by Fire, (Part 1) Sport Aviation, (August 1988), pp. 26, 27, 29.
Smith, Hubert, Performance Flight Testing, (Blue Ridge Summit: Tab Books, Inc. [Modern Aviation Series], 1982), pg. 131.
Sport Aviation, Pointers on Test Flying Complied by Chapter 32, St. Louis, MO, Sport Aviation, (December 1960), pg. 3.
Sport Planes, The Sacramento Seaplanes, Sport Planes, (Fall 1970), pp. 16-27.
Taylor, M. B., Testing your Homebuilt, Sport Aviation, (January 1977), pg. 24-27.
Tausworthe, Jim, The Brotherhood of Flight, Sport Aviation, (August 1969), pg. 22.
Thorp, J. W., Structural Flight Testing, Sport Aviation, (November 1961), pg. 2.
Wendt, H. O., Designing, Building, and Flight Testing of the Wendt Wh-1 Traveler, Sport Aviation, (March 1973), pg. 10-15.
White, E. J., Super CootThe Fishermans Homebuilt, Homebuilt Aircraft, (September 5, 1981), pg. 18-21.
Wood, Karl D., Technical Aerodynamics, (New York: McGraw Hill, 1947)
GOVERNMENT PUBLICATIONS:

Send a written request for free Advisory Circulars to the FAX or address listed below.

Department of Transportation (DOT)

Property Use and Storage
Section, M-45.3
Washington, DC 20590
FAX: (202) 366-2795
Advisory Circulars (AC) with a stock number and dollar amount can be obtained from:
New Orders
Superintendent of Documents
P.O. Box 371954
Pittsburgh PA 15250-7954
TEL: (202) 783-3238 (Order Desk)
NOTE: Make the check payable to the Superintendent of Documents.
AC 20-103, Aircraft Engine Crankshaft Failure
AC 20-105, Engine Power-Loss Accident Prevention
AC 20-106, Aircraft Inspection for the General Aviation Aircraft Owner
AC 20-125, Water in Aviation Fuels
AC 23-8, Flight Test Guide for Certification of Part 23 Airplanes (Available from the Sup. Docs., S.N.
050-007-00817-1, cost $12.00)
AC 23.955-1, Substantiating Flow Rates and Pressures in Fuel Systems of Small Airplanes
AC 23.959-1, Unusable Fuel Test Procedures for Small Airplanes AC 61-21A, Flight Training
Handbook (Available from the Sup. Docs., S.N. 050-007-00504-1, cost $17.00)
AC 61-23B, Pilots Handbook of Aeronautical Knowledge (Available from the Sup. Docs., S.N.
050-011-00077-1, cost $10.00)
AC 61-107, Operations of Aircraft at Altitudes Above 25,000 Feet MSL and/or Mach Numbers (Mmo)
Greater Than .75"
AC 91-23A, Pilots Weight and Balance Handbook (Available from the Sup. Docs., S.N.
050-007-00405-2, cost $5.00)
AC 91-46, Gyroscopic InstrumentsGood Operating Practices
AC 91-48, AcrobaticsPrecision Flying With a Purpose
AC 91-59, Inspection and Care of General Aviation Aircraft Exhaust Systems
AC 91-61, A Hazard in Aerobatics: Effects or G-Forces of Pilots
AC 103-6, Ultralight Vehicle Operations-Airports, Air Traffic Control (ATC), and Weather
AC 103-7, The Ultralight Vehicle Airmans Information Manual (AIM):
Official Guide to Basic Flight Information and ATC Procedures. For price and availability, call (202) 783-3238.

Section 3 Flight Test Manual 1 Page 27

Section 3 Flight Test Manual 1 Page 28

Section 3 Flight Test Manual 1 Page 29

Section 3 Flight Test Manual 1 Page 30

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