SECTION 15 FINAL INSPECTION AND FLIGHT TEST
RV AIRCRAFT
15-5
SEC 15r8 12/23/10
sometimes even machine gun sounds)
PRE FLIGHT PLANNING
An RV in proper trim is not difficult to fly or land. However, if the RV is a taildragger, the pilot should be proficient in
tailwheel aircraft before attempting to fly one. Similarly, he should, if possible, have some exposure to aircraft with
light control forces and quick response rates. But perhaps as important, he should plan his flight test program to sys-
tematically experience and evaluate all normal and emergency flight conditions. If the builder chooses to have some-
one else do the test flying, he should seek a pilot who not only has the necessary flying skills, but also the discipline
to conduct the flight test program in a professional manner. This is opposed to the reports often heard about pilots of
homebuilts who, on the first flight, take the plane up and “wring it out”.
Some old Hollywood movies present the typical flight test scenario as one where the handsome, devil-may-care test
pilot climbs the plane to its maximum altitude, puts it in a full power vertical dive, and after a seemingly endless de-
scent punctuated with flashbacks and trauma, recovers just feet above the treetops. He is a hero, he wins the undy-
ing love of the leading lady, and his company gets the fat military/airline contract.
Sometimes it seems that this test flying image has become so ingrained in our aviation mentality that it is thought to
be valid. Really, it bears little resemblance to test flying practiced today, whether in fighters or homebuilts.
In addition to the skill and proficiency considerations, a test pilot should be psychologically prepared. He should not
be rushing to the extent that he is too tense and uptight to react properly. All pressure producing factors should be
eliminated if possible. These include such things as pre-established test dates or times and large audiences. The
important factor is that the pilot attempt the first flight only when he is totally ready. Typically, the builder has many
friends who want to see the first flight, and in many cases there is a tendency to want newspaper and TV reporters
on hand. While there is nothing inherently wrong with this, it does distract the pilot from making his flight preparations
and cause him to attempt the first flight when wind and weather conditions are not ideal. We witnessed one test flight
by a very experienced professional pilot in an airplane (not an RV) which was unknowingly badly out of rig. Nearly
full aileron was needed to keep the plane level, and after one circuit of the field, the pilot barely had enough strength
left in his arm to keep it level for landing. When asked why he didn't immediately land after lift-off (5000 ft. runway) he
said “I didn't want to disappoint the crowd”. This is obviously dumb. One way to prevent such dumb decisions is to
eliminate the crowd. It would be better for the pilot to do the test flying in relative privacy and then invite friends and
press out to see the “official” first flight.
WEATHER
The first flight of your RV should be attempted only under the best possible conditions. The best time to fly is early
morning or late afternoon. The wind should be calm or light and right down the runway. Conditions are seldom ideal,
but don't be so eager to fly that you accept gusty or crosswind conditions that will add to the workload of a first flight.
EMERGENCY PLANS AND PROCEDURES
On the way to the airport and after you get there, review your emergency plans, procedures and ground support
needs.
Know what your ground support can and will do. Hopefully you did not invite a crowd. No first flight needs
such distracting or tension inducing factors. This is not an air show. However, the first flight of a homebuilt,
for most of us, is a once-in-a-lifetime event that should be appropriately covered. Try and get someone with
a telephoto lens or video recorder to do the honors.
Emergencies do happen -- usually when they are least expected.
KNOW what you are going to do IF:
x
The engine quits on takeoff.
x
There's a fire on board and the cockpit fills with smoke.
x
The airplane is terribly out of balance and very hard to control.
x
You lose communications with your tower, support crew, or chase plane.
x
The propeller throws a blade, or the spinner breaks.
x
The throttle jams, full open, full closed or in between.
x
One of the controls jams or a cable breaks.
x
The engine temperatures rise rapidly past redline.
x
Oil begins appearing on the windshield and the oil pressure drops.
SECTION 15 FINAL INSPECTION AND FLIGHT TEST
RV AIRCRAFT
15-6
SEC 15r8 12/23/10
x
The canopy comes open unexpectedly.
Obviously these are not the only things that can happen without warning on that first test flight; however, they are
probably the most life threatening.
Prepare yourself mentally and review the options and logical corrective actions you would take for any of these even-
tualities.
Keep this essential in mind. You must, regardless of what sort of airborne emergency arises, continue to fly and con-
trol that airplane.! DON'T LET IT STALL!! KEEP IT UNDER CONTROL!!! Fly it all the way to the ground if you have
to, but the key words for survival are DON'T LET IT STALL!!
A stall too near the ground to permit recovery will usually result in greater damage and injury than would occur if the
aircraft hit the ground at its best glide speed and angle. It is a normal tendency for the pilot to slow the aircraft to its
minimum speed to try and reduce damage during a forced landing. But, an aircraft, which has stalled, is temporarily
out of control, usually in a nose-down attitude. While it may have been at minimum speed just before the stall, it will
probably have gained considerable speed by the time of impact. Even if it didn't, the impact angle will probably be
steeper.
Injuries in aircraft crashes are the result of rapid deceleration. The shorter the stopping distance, the greater the de-
celeration rate. If the aircraft contacts the ground at a steep angle, the stopping distance will obviously be short, and
the rate of deceleration high.
If the aircraft hits the ground at a shallow angle, its stopping distance will be greater. Even if the contact speed was
higher, the deceleration rate will be less and the landing will be more survivable. Many factors, such as terrain and
obstructions, will also affect the survivability of the crash, but the bottom line is that a controlled crash is better than an
uncontrolled one.
If an accidental stall should occur during the early stages of an emergency (just after an engine failure or while trying
to turn back, for instance) an innate, subconscious knowledge of stall recovery will be invaluable. As contact with
unfriendly terrain becomes imminent, these words should echo through the pilot's mind: DON'T STALL!! KEEP THE
NOSE DOWN!! DON'T STALL!!
SELECTING THE RIGHT AIRPORT
One of the first important decisions you must make is selecting an airport for flight tests.
Runways and surroundings:
The airport you select should have at least one runway aligned with the prevailing
wind. The runway should have the proper markings and a nearby, easily visible wind indicator. Avoid airports in
highly developed areas or with heavy traffic. To determine the needed runway length you can use the following rule
of thumb:
The runway should be at least 3000' long and 100' wide. If you are testing a high-performance aircraft or intend to
operate at high density altitudes, the runway should be 5000' or more and at least 150' wide, for a greater margin of
safety.
Scout emergency landing fields within gliding distance from any point in the airport pattern. Since 1983, engine and
mechanical failures have accounted for 38% of amateur-built aircraft accidents. Since there is a possibility of this
type of emergency occurring, appropriate preparations should be a mandatory part of your Flight Test Plan.
Communications:
Even if the test aircraft is not equipped with a radio, it is still a good idea to conduct flight tests
from a field with an active Unicom or a tower. Those using an uncontrolled field should set up their own communica-
tions base. Small, hand held radios should be borrowed or rented. The pilot should have a headset and a push to
talk switch mounted on the stick. These help reduce the pilot workload. The added insurance of radio communica-
tion more than makes up for the rental fees.
Equipment:
Your airport should have fully functional telephones, rescue, and firefighting equipment.
Other:
Additional considerations when selecting an airport include available ramp and hangar space. You will need
a place to run-up your engine and test aircraft systems on the ground, without fighting inclement weather, or distract-
ing bystanders.
Make an appointment to talk with the airport manager, or owner, about your Flight Test Plan and emergency prepara-
tions. He or she may be able to assist you with communications, space or equipment.
EMERGENCY PLANS AND EQUIPMENT
Every test of an amateur-built aircraft should be supported by a ground crew; usually between one and four people.
Their function is twofold: first, to help the pilot with the flight test and second, to assist in case of an actual emergency.
Every builder should develop two sets of emergency plans, one for in-flight emergencies, the other for trouble on the
ground. The ground emergency plan should include a briefing for the ground support crew and airport fire/rescue
