BMAA TECHNICAL INFORMATION LEAFLET (TIL) TIL 042 ISSUE 9a CHECK FLYING HANDBOOK

BMAA TECHNICAL INFORMATION LEAFLET (TIL) TIL 042 ISSUE 9a CHECK FLYING HANDBOOK Cntents 1. Intrductin... 2 1.1. Types f Check Flight... 2 1.1.1. Airwrthiness Check Flight... 2 1.1.2. Maintenance Check Flight... 2 1.2. Different cntrl types... 2 1.2.1. Pwered parachutes and 2-axis cntrl aircraft... 3 1.3. Imprtant small print... 3 2. Safety... 4 2.1. Rutine Airwrthiness Check Flights... 4 2.2. Higher risk Check Flights (Maintenance and Airwrthiness Check Flights)... 5 2.2.1. Check flights after engine r fuel system maintenance... 5 2.2.2. Check flights after airframe r cntrl system maintenance... 5 2.2.3. Check flights n aircraft that have nt flwn fr a lng time... 6 3. Imprtant infrmatin... 7 3.1. Crew requirements... 7 3.1.1. Pilt... 7 3.1.2. Observer... 7 3.2. Legalities... 7 3.2.1. Permit t Fly... 7 3.2.2. Permit Flight Release Certificate (PFRC)... 8 3.2.3. Insurance... 8 4. Flying the Airwrthiness Check Flight... 9 4.1. Timing f the Check Flight (with respect t the annual inspectin)... 9 4.2. Preparatin fr the Check Flight... 9 4.2.1. Imprtant dcuments... 10 4.2.2. Weight & balance... 10 4.2.3. Check flight equipment... 10 4.2.4. Weather... 11 4.2.5. Pre-flight inspectin... 11 4.3. The Check Flight itself... 11 4.3.1. Grund run... 11 4.3.2. Taxy... 12 4.3.3. Take-ff and climb... 12 4.3.4. Trim... 13 4.3.5. Pitch stability... 13 4.3.6. Turns... 14 4.3.7. [3-axis cntrl aircraft] Steady-heading sideslips... 15 4.3.8. Stalls... 15 4.3.9. Instruments and systems... 16 4.3.10. High speed flight... 17 4.3.11. Apprach, landing, taxy and shut dwn... 18 4.4. After the check flight... 18 4.4.1. Cmpleting the check flight schedule... 18 5. Maintenance Check Flight specifics... 19 5.1. Legalities... 19 5.2. Weight & balance... 20 5.3. Observer... 20 5.4. Maintenance Check Flight schedule... 20 Appendix 1 - climb rate calculatin... 21 Appendix 2 - Pwered Parachute check flights... 22 A2.1. Slw flight... 22 TIL 042 ISSUE 9a Page 1 f 22 APRIL 2016

1. Intrductin This dcument describes the BMAA s plicy n check flights and check flying. Check flights are straightfrward test flights t find ut whether r nt an aircraft is flying as it shuld. There are n special flying skills required t fly a check flight; all the maneuvres are taught as part f a pilt s ab initi training curse. Therefre anyne with an apprpriate pilt s licence is essentially qualified t check fly an aircraft. The significant difference is ne f emphasis: in a check flight the emphasis is n what the aircraft is ding and whether it s wrking prperly r nt, whereas during training the emphasis was mre n the pilt s perfrmance. The intentin f this dcument is t brief a pilt n hw t perfrm a check flight and what t lk fr, and the assciated safety cnsideratins. This dcument (issue 9) is issued in March 2016 t be used frm 1 April 2016. This minr revisin (issue 9a) is issued in April 2016 t clarify the requirement fr perfrming the climb at heavy weight. See Sectin 2.1 (Risk #7), Sectin 4.2 (table 1, item 8) and Sectin 4.2.2. Cmments r queries n this dcument shuld be emailed t technical.ffice@bmaa.rg. 1.1. Types f Check Flight This dcument cvers tw different types f check flight: Airwrthiness Check Flights and Maintenance Check Flights. Bth f these check flights check the airwrthiness f the aircraft, and shuld nt be cnfused with a check flight with an instructr t check the ability f the pilt. 1.1.1. Airwrthiness Check Flight An Airwrthiness Check Flight is part f the prcess f revalidating an aircraft s Permit t Fly. Its purpse is t cnfirm that the aircraft is airwrthy frm a flying perspective. It invlves checking that the aircraft flies and handles as it shuld, that the aircraft perfrms as it shuld, and that the aircraft s instruments and systems perate as they shuld. The Airwrthiness Check Flight can be cnsidered an extensin f the annual inspectin t check the things that cannt (r cannt easily) be checked n the grund. 1.1.2. Maintenance Check Flight A Maintenance Check Flight is the final check fllwing maintenance (r repair by replacement) f an aircraft. Its purpse is t cnfirm that the aircraft is wrking crrectly fllwing the maintenance. What it invlves very much depends n what maintenance was perfrmed. The Maintenance Check Flight can be cnsidered an extensin f the pst-maintenance inspectin t check the things that cannt (r cannt easily) be checked n the grund. 1.2. Different cntrl types The dcument has been written primarily fr 3-axis and weight-shift cntrl aircraft. Where a cmment, paragraph r sectin is specific t ne f these, it is prefixed with either [3-axis cntrl aircraft] r [weight-shift cntrl aircraft]. Sme checks are required t be perfrmed twice: firstly in the cruise (flaps up) cnfiguratin and then in the landing (flaps dwn) cnfiguratin. Fr weight-shift cntrl aircraft, and 3-axis cntrl aircraft withut flaps, the aircraft is always in the cruise cnfiguratin, and the check in the landing cnfiguratin is nt applicable. TIL 042 ISSUE 9a Page 2 f 22 APRIL 2016

1.2.1. Pwered parachutes and 2-axis cntrl aircraft The BMAA has a small number f pwered parachutes in its fleet, primarily the Aerchute Dual. See Appendix 2 fr details f hw t check fly these. The BMAA has a small number f 2-axis cntrl aircraft in its fleet, primarily the Mignet HM1000 Balerit. These shuld be check flwn as a 3-axis cntrl aircraft ignring thse checks that are nt applicable. 1.3. Imprtant small print Please nte that this dcument des nt tell yu everything yu need t knw abut check flying. This sectin lists things that are imprtant (frm a check flying perspective) but that are utside the scpe f this dcument. This dcument des nt describe hw t fly the basic maneuvres that g t make up a check flight. These maneuvres are all nrmal maneuvres that are taught as part f the private pilt s licence syllabus. In additin, nne f them invlves taking the aircraft utside f its nrmal perating limitatins. It is the pilt s respnsibility t ensure that they cntinue t be familiar with hw t fly and recver frm these maneuvres, and the nrmal safety checks and precautins assciated with them. It is als the pilt s respnsibility t ensure that they are in current practice with flying these maneuvres prir t cmmencing a check flight. This dcument is, by necessity, a generic dcument, which means it des nt cntain infrmatin specific t any particular aircraft type. It is the pilt s respnsibility t ensure that they are familiar with the type-specific limitatins, instructins and guidance in the aircraft s Flight Manual / POH (r ther relevant dcuments). Nthing in this dcument verrides the cntents f these aircraft-specific dcuments. In case f a cnflict cntact the BMAA Technical Office prir t prceeding. The activity f check flying is clsely related t the activities f aircraft maintenance and inspectin. Hwever, this dcument des nt describe in detail hw t prperly maintain r inspect an aircraft. This dcument des nt describe hw t safely restrain an aircraft fr an extended grund run. Nr des this dcument describe hw t perfrm a fuel flw test. Bth f these activities are ptentially hazardus and require prper safety planning shuld they be required. TIL 042 ISSUE 9a Page 3 f 22 APRIL 2016

2. Safety It is gd practice, and gd airmanship, t spend a mment cnsidering the risks assciated with any flight befrehand. This is particularly true f a check flight, which - as discussed in this sectin - can be mre hazardus than a nrmal flight. The risks assciated with any particular check flight are very much dependent n the circumstances f that particular flight. Nnetheless, this sectin attempts t highlight cmmn risks assciated with check flights. 2.1. Rutine Airwrthiness Check Flights An airwrthiness check flight des nt invlve taking the aircraft utside f its nrmal perating envelpe, r invlve flying any unusual maneuvres (that are nt part f the private pilt s licence syllabus). That said, it is different frm an average flight, and has a special set f risks. Risk #1: the pilt expects the aircraft t behave nrmally The Airwrthiness Check Flight is perfrmed t see if the aircraft behaves as it shuld. There is n guarantee that it will; if there was, there wuld be n pint checking! Additinally, the check flight des invlve flying t parts f the envelpe that many aircraft - even thse that are regularly flwn - d nt regularly visit. Therefre, the pilt shuld be prepared fr smething unexpected t happen, and have plenty f height in hand t recver shuld things nt g t plan. Risk #2: the pilt is nt familiar with flying the required maneuvres Althugh the Airwrthiness Check Flight des nt invlve flying any unusual maneuvres (that are nt part f the private pilt s licence syllabus), it des invlve flying maneuvres that many pilts d nt regularly practice. At the very least an ut-f-practice pilt may nt be able t tell if the aircraft is behaving as it shuld; at wrst they may fail t recver frm what shuld be a recverable situatin. Therefre, the pilt must ensure that they are familiar flying, and recvering frm, the maneuvres in the check flight, and knw what t d shuld thse maneuvres g wrng. Risk #3: the pilt is nt familiar r current with flying the type A check flight shuld always be flwn by a pilt wh is familiar with the aircraft type. This is s that they can fly the aircraft safely, as well as recgnise whether r nt the aircraft is flying as it shuld. If the pilt is nt familiar r current with flying the type it is their respnsibility t satisfy themselves that they will be able t fly the aircraft safely prir t agreeing t fly it. Things t cnsider include: It is best practice t learn hw t fly, r familiarise n, a new type with an instructr wh is qualified and experienced n type. There is n excuse fr nt reading the Flight Manual / POH prir t flying a new type. Risk #4: the pilt is nt familiar with the Flight Manual / POH The Flight Manual / POH shuld be reviewed prir t the check flight. In particular, the pilt must ensure that they are familiar with hw the manufacturer recmmends the type is flwn - which is nt necessarily hw the pilt nrmally flies the type - and the recmmended emergency prcedures (such as spin recvery). Risk #5: the pilt frgets t cnsider the safety f third parties In additin t the safety f the aircraft and crew, the safety f third parties - in the air and n the grund - must als be cnsidered. In particular, the pilt shuld always cnsider where the aircraft will land in case f an engine failure after take-ff, ensure that (at least) the stall and high speed checks are perfrmed ver pen cuntryside, and ensure that a gd lkut is maintained while perfrming the check flight. Risk #6: the check flight is used as a substitute fr gd inspectin The intentin f a check flight is nt t check things that can readily be checked n the grund, and certainly nt t check things that culd result in lss f cntrl if nt right. TIL 042 ISSUE 9a Page 4 f 22 APRIL 2016

Risk #7: ballast While ballast can be used t increase the take-ff weight f an aircraft, imprper use f ballast can be extremely hazardus. Therefre, fr rutine check flying, ballast shuld nrmally be limited t baggage cmpartments, nting that: Baggage cmpartment lad limits must nt be exceeded, and the ballast must be prperly secured t stp it shifting r cming lse in flight, r breaking free in an accident. The aircraft must be kept in balance. In a Micrlight, as lng as ballast is lcated in the baggage cmpartment (in accrdance with its weight limit) the aircraft shuld remain in balance. If mre significant ballasting is being cnsidered, cnsult the Technical Office. 2.2. Higher risk Check Flights (Maintenance and Airwrthiness Check Flights) A Maintenance Check Flight has an additinal set f risks - wing t nt having been flwn since having had wrk dne. An Airwrthiness Check Flight n an aircraft that has nt flwn fr an extended perid f time has a similar additinal set f risks. These risks are discussed belw. Fr a higher risk check flight, the pilt shuld always cnsider flying a sl check/shakedwn flight first t check fr any majr prblems prir t taking an bserver. 2.2.1. Check flights after engine r fuel system maintenance After significant engine r fuel system maintenance it is gd practice t give the engine a grund run. In such a case it is particularly imprtant that the grund run nt nly achieves maximum static rpm, but that full pwer is maintained fr an extended perid t give the best chance f finding any prblems befre take-ff. Mnitr engine temperatures t ensure that the engine des nt verheat. Nte that, even then, a grund run will nt cmpletely simulate a take-ff, as the prpeller unlads at speed allwing the engine t develp mre pwer and cnsume mre fuel. If there is any questin mark abut the fuel system, a fuel flw check shuld be perfrmed in additin t an engine run. The fuel flw check is used t ensure that the fuel system can prvide enugh fuel fr full pwer n the grund, plus a safety margin fr flight. Grund running and fuel flw testing are ptentially hazardus activities in their wn right, and require prper safety planning shuld they be required. Cntact a BMAA Inspectr r the Technical Office fr advice. 2.2.2. Check flights after airframe r cntrl system maintenance After significant airframe r cntrl system maintenance it is vitally imprtant that the aircraft is very carefully inspected t cnfirm that it has been put back tgether crrectly prir t the check flight. The check flight is nly t see if any relatively minr tuning is required. T check the airframe is rigged crrectly, fllw the instructins in the Maintenance Manual/POH. In additin, a visual check fr airframe symmetry is advisable. Depending n type, this is best dne frm either directly in frnt, r directly behind, the aircraft. T check the cntrls are rigged crrectly, measure the cntrl deflectins against thse in the TADS / HADS fr the type. In additin, a visual check fr ailern symmetry is advisable. Ensure the ailern neutral psitin is crrect, and that deflectins are symmetrical: the maximum up deflectins are the same n each side, as are the dwn deflectins. Check that there is nt excessive frictin in the cntrl circuits, and that there is n slack in the systems. Checking fr slack is best dne with an assistant t clamp ne end f each system in turn. TIL 042 ISSUE 9a Page 5 f 22 APRIL 2016

2.2.3. Check flights n aircraft that have nt flwn fr a lng time There is a much higher prbability that smething is wrng with an aircraft that has nt recently flwn, than with an aircraft that has. This smething may be due t all manner f things including (but nt limited t): crrsin; ageing/degradatin; hangar rash; wildlife; vandalism; parts cannibalisatin. Return-t-service maintenance and inspectin are the primary means f ensuring an aircraft that has nt flwn fr sme time is airwrthy prir t a check flight. Hwever carefully this is dne, there is an increased risk that smething unexpected will happen n the first flight. Specific things t cnsider n an aircraft that has nt flwn fr a lng time include (but are nt limited t): Frictin. Even very mild crrsin n the surfaces f mving parts can cause an increase in frictin between thse parts. Even a small increase in frictin in the cntrl system f an aircraft can have a detrimental effect n the handling and apparent stability f the aircraft. Fr example, t much frictin in the ailern circuit can reduce the lateral stability f the aircraft such that it will n lnger tend t level its wings after being disturbed by a gust. A pilt check flying an aircraft shuld bear in mind that the inspectr s primary cncern is whether crrsin has a detrimental effect n its strength; it is the pilt s primary respnsibility t assess whether the peratin f the cntrls is satisfactry. Fuel system. A lng perid withut use can result in all manner f fuel system prblems. Prblems with the fuel system f an aircraft are ntriusly difficult t identify by inspectin. The advice in the sectin abut checks fllwing fuel system maintenance apply here t. TIL 042 ISSUE 9a Page 6 f 22 APRIL 2016

3. Imprtant infrmatin 3.1. Crew requirements 3.1.1. Pilt The fundamental requirement f the pilt is that they have a pilt s licence that allws them t legally fly the aircraft. In additin, the pilt shuld be familiar and current flying the aircraft type. This is s that they can fly the aircraft safely, as well as recgnise whether r nt the aircraft is flying as it shuld. The pilt must als: Be familiar with the aircraft s Flight Manual/POH. Be familiar with hw t fly and recver frm the maneuvres that make up the check flight, and the nrmal safety checks and precautins assciated with them. Be in current practice flying these maneuvres. Fr an Airwrthiness Check Flight (fr revalidatin f a Permit t Fly) the pilt must be a current BMAA member. Nte: it is the wner s respnsibility t decide wh will check fly their aircraft - whether they will fly it themselves, r ask anther pilt t fly it fr them. 3.1.2. Observer It is ften useful t take an bserver n a check flight t share the check flight wrklad, prvide a secnd pair f eyes, and achieve heavy weight fr the climb perfrmance check. Hwever, if the flight is a higher risk check flight - fr example if the aircraft has nt been flwn recently, r significant wrk has been dne n the aircraft since its last flight - the pilt shuld always cnsider flying a sl check/shakedwn flight first t check fr any majr prblems prir t taking an bserver. An bserver shuld always be briefed by the pilt prir t the check flight. In additin t the nrmal safety brief, the bserver shuld be made aware f what the check flight entails, and the tasks the pilt expects the bserver t perfrm during the check flight (e.g. recrding data r keeping a lkut). 3.2. Legalities 3.2.1. Permit t Fly If an aircraft s Permit t Fly is valid - has a current, unsuspended, Certificate f Validity - the legal basis fr any check flight is the aircraft s Permit t Fly. If the Permit t Fly is nt valid - the Certificate f Validity has expired r been suspended - the legal basis fr a check flight is a Permit Flight Release Certificate (PFRC). This is described in the sectin belw. It is imprtant t nte that nly aircraft with a Permit t Fly can be check flwn as described in this dcument. The Permit t Fly need nt be valid (have a current Certificate f Validity) but must exist and must nt have been revked. The nly way t reliably cnfirm this is by using G-INFO. A brand new aircraft that has nt been issued a Permit t Fly yet, r an existing aircraft whse Permit t Fly has been revked by the CAA (even if the paper Permit TIL 042 ISSUE 9a Page 7 f 22 APRIL 2016

t Fly has nt been destryed), can nly be check/test flwn n BMAA B Cnditins, which must be specially arranged thrugh the Technical Office. 3.2.2. Permit Flight Release Certificate (PFRC) If an aircraft has a Permit t Fly, but it is nt valid - the Certificate f Validity has expired r been suspended the aircraft may nt be check flwn until the aircraft has been inspected, and a PFRC issued, by a BMAA Inspectr. A PFRC is incrprated in the inspectin schedule fr revalidatin f a Permit t Fly. A PFRC is als incrprated int the Permit t Fly suspensin frm. A PFRC nrmally expires 60 days after being signed. A PFRC nly authrises check flying in this perid. If a ferry flight is required t be flwn n a PFRC, this can nly be dne with the prir written agreement f the Technical Office. Once the check flight is cmplete the aircraft may nt be flwn until the new Certificate f Validity has been issued. If wrk is dne t the aircraft this invalidates the PFRC. Therefre, if the aircraft fails a check flight and requires wrk dne t the aircraft, this must be dne in cnsultatin with the BMAA Inspectr wh signed the PFRC. 3.2.3. Insurance The aircraft must have, at least, the legal minimum insurance cver fr the check flight. The legal minimum is third party cver, plus passenger cver if nt flwn sl. If an aircraft is nt being flwn by the wner, althugh it is the wner s respnsibility t insure the aircraft, it is the pilt s respnsibility t check that the aircraft is adequately cvered prir t the flight. An airwrthiness check flight des nt invlve taking the aircraft utside f its nrmal perating limitatins. Therefre, if the aircraft has a valid Permit t Fly, the aircraft s existing insurance is nt invalidated by perfrming the check flight. If the aircraft s Permit t Fly is nt valid - and the check flight is, therefre, authrised by a Permit Flight Release Certificate (see abve) - it must be cnfirmed that the aircraft s existing insurance cvers this. If nt, special insurance cver must be arranged fr the flight. Nte: if the aircraft is nt being flwn by the wner yet the aircraft s hull is nt insured, it is advisable t cme t an agreement abut what will happen shuld the aircraft be damaged during the check flight. Recrd the agreement in writing prir t the check flight. TIL 042 ISSUE 9a Page 8 f 22 APRIL 2016

4. Flying the Airwrthiness Check Flight An Airwrthiness Check Flight is part f the prcess f revalidating an aircraft s Permit t Fly. Its purpse is t cnfirm that the aircraft is airwrthy frm a flying perspective. Nte that this is nt a standalne sectin, and shuld be read in cnjunctin with the previus sectins. 4.1. Timing f the Check Flight (with respect t the annual inspectin) In general, the airwrthiness check flight fr revalidatin f a Permit t Fly can be flwn anytime within 60 days f the Permit t Fly revalidatin inspectin: befre r after. Hwever, fr the check flight t be flwn befre the inspectin, the Permit t Fly s previus Certificate f Validity must still be valid - must nt have expired, r have been suspended - at the time f the check flight. If the check flight is flwn befre the inspectin, the Inspectr can require that anther check flight be flwn. This will typically ccur if the aircraft fails the inspectin and requires subsequent remedial wrk that ptentially invalidates the results f the first check flight. The Inspectr will als require that anther check flight be flwn if significant wrk has been dne n the aircraft (e.g. maintenance, repair r mdificatin) between the check flight and the inspectin. Nte that the Technical Office als reserves the right t require anther check flight be flwn if it has reasn t believe that the check flight was unsatisfactry in any way. 4.2. Preparatin fr the Check Flight 1a Pilt suitable: pilt familiar and current flying the aircraft type pilt familiar and current flying the check flight maneuvres pilt current BMAA member 1b Pilt licence: pilt licenced t fly aircraft licence and medical valid 2a Permit-t-Fly: cnfirm using G-INFO that the aircraft has a Permit t Fly, and that the Permit t Fly has nt been revked 2b PFRC: check using G-INFO whether the Permit t Fly has expired r been suspended - if it has, ensure PFRC has been issued by a BMAA Inspectr and that it has nt expired 3 Insurance: insurance in place fr check flight insurance nt invalid if flight authrised by PFRC 4a Pilt has, and familiar with: BMAA Check Flying Handbk Aircraft Flight Manual / POH 4b Pilt has access t: Aircraft dcumentatin (lgbk(s) etc) TADS / HADS fr aircraft type MAAN (amateur-built aircraft nly) 4c Pilt has reviewed inspectin schedule (if check flight ccurring after annual inspectin) 5 Weather 6 Pre-flight inspectin 7 Risk assessment: identify and assess risks assciated with this check flight 8 Weight and balance: heavy weight; ideally within 20kg f MAUW balance within limits (3-axis cntrl aircraft nly) ballast (if fitted) secure in baggage cmpartments 9 Observer: briefed (if carried) Table 1 - Airwrthiness Check Flight preparatin checklist TIL 042 ISSUE 9a Page 9 f 22 APRIL 2016

Preparing fr an airwrthiness check flight is discussed in this sectin, and summarised in the checklist in Table 1 abve. 4.2.1. Imprtant dcuments A pilt perfrming a check flight must have the aircraft s Flight Manual r Pilt Operatr s Handbk (POH). Nte: smetimes an aircraft has a separate Flight Manual and Maintenance Manual; smetimes these are cmbined int a POH. Anther imprtant dcument is the TADS r HADS datasheet fr the aircraft type. These are available fr all BMAA types n the BMAA website. Every amateur-built BMAA aircraft has an individual MAAN apprval dcument that cntains infrmatin specific t that individual aircraft example. The MAAN cmplements the HADS, which cntains infrmatin specific t the aircraft type. 4.2.2. Weight & balance The climb perfrmance measurement must be perfrmed at clse t Maximum All-Up Weight (MAUW). This is s that the result can be cmpared against the published, MAUW climb rate fr the type. Fr many BMAA aircraft, achieving heavy weight requires the aircraft be flwn dual. Fr a higher risk check flight, the pilt shuld always cnsider flying a sl check/shakedwn flight first t check fr any majr prblems prir t taking an bserver. If, fr any reasn, the aircraft can nly be check flwn sl, please cntact the Technical Office t discuss, and agree a way frward. The aircraft shuld ideally be flwn within 20kg f MAUW. Fr example: an aircraft with a MAUW f 450kg shuld be flwn at a weight between 430kg and 450kg; an aircraft with a MAUW f 390kg shuld be flwn at a weight between 370kg and 390kg. If this cannt be achieved - even with full fuel, an bserver and ballast in baggage cmpartments - include a nte explaining why, and the Technical Office will attempt t revalidate the Permit t Fly n the basis f the climb rate achieved at the reduced weight. While lading the aircraft dn t frget t cnsider the balance f the aircraft. Nte that, in a Micrlight, as lng as the aircraft is laded in accrdance with the aircraft s weight limitatins, the aircraft shuld remain in balance. 4.2.3. Check flight equipment The equipment required is minimal: Check flight schedule Smething suitable t write with (nting that ink may freeze in cld cnditins) Stpwatch It is imprtant that equipment is secure. The check flight schedule shuld be attached t a kneebard r similar, and the pen secured with a lanyard. In an pen cckpit aircraft - and particularly a trike - it is mre challenging. Sme pilts put the check flight schedule in a map bard and write n the map bard with a chinagraph pencil, cpying the results t paper after the flight. TIL 042 ISSUE 9a Page 10 f 22 APRIL 2016

4.2.4. Weather Reasnably calm cnditins are required t btain meaningful results and t perfrm the high speed dive safely withut risk f verstressing the airframe. An adequate ceiling is required fr safe executin and recvery frm the stalls. 4.2.5. Pre-flight inspectin In additin t a thrugh pre-flight inspectin using the schedule in the Flight Manual / POH: Visually check the airframe fr symmetry. Depending n type, this is best dne frm either directly in frnt, r directly behind, the aircraft. [3-axis cntrl aircraft] Check that the aerdynamic cntrls perate in the crrect sense. Sanity check the deflectins against thse in the TADS / HADS fr the type (this means judge by eye whether the deflectins are crrect; measure if in dubt). Ensure the ailern neutral psitin is crrect, and that deflectins are symmetrical: the maximum up deflectins are the same n each side, as are the dwn deflectins. [3-axis cntrl aircraft] Check that there is nt excessive frictin in the cntrl circuits, and that there is n slack in the systems. Checking fr slack is best dne with an assistant t clamp ne end f each system in turn. Irrespective f whether the aircraft has recently been inspected by a BMAA Inspectr r nt, it is the pilt s respnsibility alne t ensure that the aircraft is in an airwrthy cnditin prir t flight. 4.3. The Check Flight itself This sectin describes the individual checks that make up the Check Flight: Grund run Taxy Take-ff and climb Trim Pitch stability Turns Steady-heading sideslips (3-axis cntrl aircraft nly) Stalls Instruments and systems High speed flight Landing, taxy and shut dwn 4.3.1. Grund run This is a check t ensure as far as is pssible n the grund that the engine, fuel system and related instruments are wrking prperly prir t take ff. Althugh the grund run can be the first part f the check flight prper, if the aircraft s brakes cannt hld full pwer (s it needs chcking r therwise restraining), r an extended grund run is required (after maintenance r an extended lay-ff), the grund run can be a separate exercise prir t the check flight. Hw t perfrm this element Start the engine as described in the Flight Manual / POH and warm t perating temperature while mnitring the engine instruments. Check the ignitin system(s) and perfrm all ther pre-flight engine checks, all as described in the Flight Manual / POH. Check the idle and the maximum static RPM (wide pen thrttle). TIL 042 ISSUE 9a Page 11 f 22 APRIL 2016

What t lk fr That the engine and fuel system are wrking satisfactrily and the engine is achieving the crrect maximum static RPM. That the engine instruments appear t be functining crrectly. Mst likely prblems Unserviceable r suspect ignitin system (nrmally indicated by an excessive mag drp, r indeed n mag drp). The engine stps n idle, r the idle speed is t high, r the engine hunts n idle. The engine des nt pick up, r run, cleanly when the thrttle is pened. Unusual vibratin r nise. The engine will nt prduce full pwer (maximum static RPM t lw). This might be an indicatin that the tachmeter is nt reading prperly. Engine instruments are nt wrking, r nt wrking prperly. Safety cnsideratins Chse a safe lcatin fr the grund run. Ensure that the aircraft is n a gd surface n grit r ther lse bjects that the area in frnt f the aircraft is clear sufficient t stp the aircraft shuld it start mving and that there is nthing behind the aircraft that will be affected by the slipstream. Only run the engine frm the pilt s seat, wearing the safety harness and any ther nrmal safety equipment (such as, fr example, a helmet in an pen cckpit aircraft). Be prepared t reduce pwer, and t turn ff the ignitins, at a mment s ntice. 4.3.2. Taxy While taxying, check the steering and brakes, and cnfirm that the cmpass, and the slip ball n a 3-axis cntrl aircraft, are nt stuck. 4.3.3. Take-ff and climb These checks are t cnfirm that the engine, fuel system and related instruments are wrking prperly, and that the aircraft s perfrmance is satisfactry. It is als an pprtunity t cnfirm that the aircraft appears t be handling satisfactrily befre perfrming mre cmplicated maneuvres. These checks are perfrmed during the take-ff and climb t height prir t the remainder f the check flight. The climb check invlves measuring the time it takes the aircraft t climb 1000 feet (in secnds). The climb rate (in feet per minute) is calculated, r lked up in Appendix 1, after the flight. It is wrth wrking ut / lking up the apprximate time it shuld take the aircraft t climb 1000 feet befre the flight. Then, if the time taken is very different, the check can be repeated t cnfirm. The quality f climb perfrmance data can be really badly affected by turbulent r thermic cnditins. Hw t perfrm this element Fr this check the aircraft must be laded clse t the maximum all-up weight (MAUW). Take-ff using the technique and speeds recmmended in the Flight Manual / POH. After take-ff, and nce any flaps have been retracted, establish a climb at best climb rate speed. Time, in secnds, hw lng it takes t climb thrugh 1000 feet. It is nrmal t start the stpwatch when passing thrugh 500 feet abve the airfield, and stp when passing thrugh 1500 feet. After the flight, lkup, r calculate, the climb rate achieved, as described in Appendix 1. What t lk fr The climb rate that was achieved and hw this cmpares t the published climb rate fr the type. Engine temperatures and pressures. TIL 042 ISSUE 9a Page 12 f 22 APRIL 2016

Mst likely prblems The measured climb rate is significantly lwer than it shuld be. This is usually indicative f an engine prblem. Engine, r fuel system, r cling prblem during the climb. Safety cnsideratins Althugh this is nrmally a lw risk check, if the aircraft has nt flwn fr sme time, r been subject t maintenance r repair since last flying, this is when any serius prblems will becme apparent. In such cases the pilt shuld cnsider flying a sl check/shakedwn flight first t check fr any majr prblems prir t taking an bserver. Befre the flight, plan where yu will g shuld the engine fail during the take-ff r n climb ut. 4.3.4. Trim This check is t cnfirm that the aircraft can be trimmed. An aircraft that can be trimmed will cntinue t fly straight and level - withut changing speed r starting t turn - when the cntrls are released. This check is applicable t all aircraft, nt nly thse with a pitch trimmer! [Weight-shift cntrl aircraft] Due t their flexible wings, weight-shift cntrl aircraft are susceptible t getting a definite turn in them. Such a turn shuld nt be accepted, but tuned ut by fllwing the wing tuning instructins prvided with the aircraft. That said, weight-shift cntrl aircraft can behave differently at different weights and at different speeds, and it is nt always pssible t achieve a wing that will fly dead straight in all pssible cnditins. If there is any residual tendency t turn, it shuld be gentle and easily cntrllable. [3-axis cntrl aircraft] 3-axis cntrl aircraft will nt always fly dead straight in all circumstances, such as sl due t the pilt in the left hand seat with n ne t balance them in the right hand seat r at particular speeds and/r pwer settings due t the fin s lcatin in the wake frm the remainder f the aircraft. If there is any tendency t rll r yaw, it shuld be gentle and easily cntrllable. Hw t perfrm this element Trim the aircraft in straight and level flight (i.e. with pwer as required t maintain height) at a typical cruise speed. Release the cntrls and see what happens. What t lk fr That the aircraft cntinues t fly in trim - in pitch, and in rll/yaw - when the cntrls are released. Mst likely prblems The aircraft s speed drifts away - up r dwn - frm the trim speed after releasing the cntrls. This indicates a lack f pitch stability. The aircraft des nt cntinue t fly straight and wings level when the cntrls are released. If there is any tendency t rll r yaw it shuld be gentle and easily cntrllable. 4.3.5. Pitch stability This check is t cnfirm that the aircraft is reasnably stable. A stable aircraft tends t return t its trim cnditin after it is disturbed (by a gust, fr example). T check stability the disturbance is caused by the pilt using the cntrls. In the check flight nly pitch stability is checked. A pitch stable aircraft will tend t return t its trim speed when disturbed. In the check flight the pilt nudges the speed away frm the trim speed using the pitch cntrl and then releases the cntrl t see whether the aircraft returns twards its trim speed. TIL 042 ISSUE 9a Page 13 f 22 APRIL 2016

Althugh all aircraft must be pitch stable, sme are, by design, mre stable than thers. Weight-shift cntrl aircraft are generally very pitch stable, requiring large cntrl frces t change the speed, and returning briskly t the trim speed when the cntrls are released. Different 3-axis cntrl aircraft types have very different levels f pitch stability. An aircraft with lw pitch stability requires very light cntrl frces t change the speed, and will return nly leisurely t the trim speed when the cntrls are released. On such an aircraft, the pitch stability can be masked by frictin in the cntrl system. Hw t perfrm this element Trim the aircraft in straight and level flight (i.e. with pwer as required t maintain height) at a typical cruise speed. Slwly increase speed (by pitching dwn) by apprximately 5 knts (r 5 mph), release the cntrls and see what happens. If the speed des nt return t the trim speed, increase speed by a further 5 knts (r 5 mph), release the cntrls and see what happens. Repeat the previus check, but decrease speed (frm the trim speed) befre releasing the pitch cntrl. What t lk fr That the aircraft is pitch stable: tends t return t its trim speed when disturbed frm that speed. The aircraft shuld return t within 10% f its riginal trim speed. Fr example, if the trim speed is 70 mph the aircraft shuld return t belw 77 mph after the speed is increased, and abve 63 mph after the speed is decreased. Mst likely prblems The aircraft s speed drifts away frm the trim speed nt back twards it - after releasing the cntrls. This indicates a lack f pitch stability. The aircraft des nt return t its trim speed, but remains at its new speed, when the cntrls are released. This can indicate a lack f pitch stability, but it can als be due t excessive frictin in the pitch cntrl system. 4.3.6. Turns These checks are t cnfirm that the aircraft respnds t rll and yaw cntrl inputs as expected. They invlve making turns in bth directins. Hw t perfrm this element Trim the aircraft in straight and level flight (i.e. with pwer as required t maintain height). Speed shuld be a typical general handling speed fr the type, and in any case nt exceed the maneuvring speed (V A ), r be t clse t the stall speed. 1.4 times the flaps-up stall speed is the abslute minimum speed fr a 60 bank (+2g) turn t avid stalling in the turn. Perfrm turns nt exceeding the bank angle limit fr the type, building up frm gentle turns t steep turns. Use pitch and pwer t maintain height and airspeed. What t lk fr That the aircraft respnds t the cntrls as expected, and that the behaviur is reasnably symmetrical bradly the same t the left and t the right. [3-axis cntrl aircraft] That the aircraft can be kept in balance during the maneuvre. [Weight-shift cntrl aircraft] That the aircraft desn t rll int the turn. Safety cnsideratins D nt extend a steep turn fr mre than 270 (t avid flying thrugh yur wn wake). This is particularly dangerus in weight-shift cntrl aircraft. TIL 042 ISSUE 9a Page 14 f 22 APRIL 2016

4.3.7. [3-axis cntrl aircraft] Steady-heading sideslips These are t check the lateral and directinal stability f the aircraft. They invlve executing cnstant-heading side slips in bth directins. A cnstant-heading side slip is a side slip in which the rll and yaw are balanced s that the aircraft cntinues t fly in the same directin; the aircraft des nt turn. Fr aircraft with flaps this check is perfrmed in the cruise cnfiguratin (flaps up). Befre attempting this maneuvre cnfirm that the aircraft is cleared fr side-slips (and check fr any type-specific guidance r limitatins n side-slipping) in the Flight Manual / POH. Hw t perfrm this element Trim the aircraft in straight and level flight (i.e. with pwer as required t maintain height). Speed shuld be a typical general handling speed fr the type, and in any case nt exceed the maneuvring speed fr the type (V A ), r be t slw (nt t clse t the flaps-up stall speed). Perfrm cnstant heading side-slips t bth the left and right. Increase rll and yaw until ne f the cntrls hits the stp. As the side-slip angle is increased drag will increase; maintain speed by pitching dwn. What t lk fr That the side slip behaviur is reasnably symmetrical bradly the same t the left and t the right. That the cntrl frces rll and yaw increase as the side-slip angle is increased, and that the aircraft tends t return twards balanced flight when the frce n the cntrls is relaxed. Mst likely prblems Lightening, r even reversal, f cntrl frces. Un-cmmanded rlling r yawing behaviur. Excessive buffeting r vibratin. 4.3.8. Stalls These checks are t cnfirm that the aircraft stalls at the crrect speed, and that the aircraft s behaviur during the stall and recvery is typical fr type and nt dangerus. Aircraft with flaps are stalled with flaps dwn as well as in the cruise cnfiguratin. Nte that the check flight nly requires gentle, wings level stalls. Althugh the airwrthiness requirements permit a mild wing drp at the stall (maximum 20, with nrmal use f the cntrls during recvery), the majrity f BMAA types d nt exhibit a marked wing drp when stalled. Therefre, if an aircraft des drp a wing appraching 20 in a check flight it is imprtant t determine whether this is nrmal fr type (and therefre acceptable) r an indicatin that smething is amiss. After cnfirming that it is nt due t welltimed turbulence r appraching the stall ut f balance (3-axis cntrl aircraft), start by seeing what the Flight Manual / POH says. If this des nt clarify the situatin satisfactrily, refer t the aircraft manufacturer r the BMAA Technical Office fr advice. Sme aircraft types d nt have sufficient cntrl authrity t achieve an aerdynamic stall: the pitch cntrl hits the stp befre the aircraft stalls. Such aircraft have a minimum steady flight speed rather than a stall speed. Fr these aircraft it is sufficient t fly the aircraft dwn t this minimum steady flight speed and recver. D nt attempt t frce an aerdynamic stall with an accelerated stall entry. Hw t perfrm this element Start at a safe height, clear f ther air traffic, and ver pen cuntry. Use the HASELL, r similar, check. Trim the aircraft at a safe speed, typically 1.3 r 1.4 times the expected stall speed. Reduce pwer t idle, and establish a steady descent with wings level. Gently decelerate the aircraft at abut 1 knt per secnd (r 1 mph per secnd). [3-axis cntrl aircraft] While the aircraft is decelerating keep the aircraft in balance using the rudder. Cntinue decelerating until the aircraft stalls r the pitch cntrl reaches the stp, whichever ccurs first. TIL 042 ISSUE 9a Page 15 f 22 APRIL 2016

Recver using the technique recmmended in the Flight Manual / POH. [3-axis cntrl aircraft] If the aircraft has flaps, perfrm the check in the cruise (flaps up) cnfiguratin first, and then repeat in the landing cnfiguratin (flaps dwn). What t lk fr Any warning the aircraft gives f the apprach f the stall, and the speed at which this ccurs. This warning can be due t the aircraft s aerdynamics (e.g. pre-stall buffet) r an artificial stall warner. The stall, r minimum flying, speed achieved. The behaviur f the aircraft at the stall. Des the aircraft stall befre the cntrl hits the stp? Is the stall a well-defined stall break r a mush? Des the aircraft tend t drp a wing at the stall? Hw the aircraft behaves as yu recver frm the stall. Mst likely prblems A significant wing drp at the stall. Significantly different stall speeds t thse expected. Stall speeds are defined in the Flight Manual / POH, r the individual MAAN fr BMAA amateur-built aircraft. Excessive lightening f cntrl frces when appraching the stall. An unserviceable artificial stall warner r ne that warns at the wrng speed. An artificial stall warner must start warning at between 10 and 5 knts (12 and 6 mph) abve the stall speed. This requirement must be met in the cruise (flaps up) and landing (flaps dwn) cnfiguratins. Any uncntrllable rlling tendency at any pint during the stall and recvery. Safety cnsideratins The check flight requires a gentle entry int the stall. There is n requirement fr an accelerated entry r whip stall, which can be dangerus in certain types. Entry int an inadvertent spin shuld always be cnsidered a pssibility when stalling. T mitigate this risk ensure familiarity with the spin recvery prcedure recmmended fr the type, and ensure that stalls are perfrmed with enugh height t recver in. Refer t the Flight Manual / POH. 4.3.9. Instruments and systems Each aircraft type has a list f required instruments in its TADS / HADS. This list specifies the flight and engine instruments that must be fitted and wrking crrectly. Fr example, every type requires an altimeter, and almst every type an airspeed indicatr. 3-axis cntrl aircraft als ften require a slip-ball. Mst types require a tachmeter and a cylinder-head r clant temperature gauge. Aircraft with 4-strke engines always require il temperature and pressure gauges t. Each aircraft als has a cllectin f systems, such as the flaps, wheel brakes, airbrakes, pitch trimmer and fuel system. Each system that cannt be checked prperly while statinary n the grund, shuld be checked during the check flight. Fr example, althugh flaps can be deplyed and retracted in the hangar, nly in flight subject t air lads can they be prperly checked fr crrect peratin. Table 2 cntains brief guidance n checking imprtant flight instruments, cmmn systems and avinics. Nte that, if available, certified test gear can be used fr checking the altimeter, airspeed indicatr and transpnder n the grund prir t the check flight. Hw t perfrm this element Prir t the check flight determine frm the TADS / HADS the required instruments fr the type, and ensure that they are fitted. During the check flight check all instruments fr crrect peratin. During the check flight, check all ther systems - such as flaps and brakes - fr crrect peratin. If a required instrument that is fund t be nt wrking prperly, this must be reslved. If a nn-required instrument is fund t be nt wrking prperly, this is acceptable as lng as it is clearly marked unserviceable. TIL 042 ISSUE 9a Page 16 f 22 APRIL 2016

Altimeter Check the pressure setting, typically either by cmparing against ther aircraft in the hangar, r against the QFE frm an AFIS r ther weather frecast. Check that the altimeter perates satisfactrily during climbs and descents. Airspeed indicatr During the check flight check that the indicated airspeeds appear bradly crrect. D this prir t the high speed run! If in any dubt, indicated airspeeds can be sanity checked against average GPS speed (int and dwnwind). Bear in mind that mst aircraft types have sme errr in their indicated airspeeds - particularly at high speed - even when wrking prperly. An indicated versus true airspeed calibratin can be fund in the Flight Manual / POH (r in the apprving MAAN fr an amateur-built aircraft). Flaps Check that the flaps can be deplyed and retracted in flight up t, but nt exceeding, the flap limiting speed - withut difficulty, and withut handling side effects e.g. un-cmmanded rll. Brakes Check that the brakes wrk as expected fr the type and, fr cnnected brakes, that they d nt pull ne way r the ther. Trimmer Check that the trimmer cntrl can be perated thrughut its range, and that it has the desired effect n the aircraft s trim speed. An aircraft with a trimmer shuld be able t be trimmed in the climb (at a sensible climb speed), in the cruise (at a sensible cruise speed), and in a descent (at a sensible descent speed). Mst aircraft with a trimmer and flaps can als be trimmed in the apprach cnfiguratin (at a sensible apprach speed - belw the maximum flap speed). Radi and transpnder Check that the radi wrks by getting a radi check. Check that the transpnder wrks including the altitude reprted by a Mde C r Mde S transpnder with a radar-equipped air traffic service. Table 2 - guidance n checking specific instruments and systems 4.3.10. High speed flight This check is t cnfirm that the aircraft can be flwn at high speed withut undue vibratin, buffet r flutter, and withut encuntering cntrl r stability prblems. It invlves accelerating gently twards V NE, the never exceed speed, and then gently slwing back dwn t cruise speed. This check shuld be perfrmed using as much pwer as pssible withut ver-speeding the engine. The use f pwer results in as shallw a dive as pssible t achieve V NE. Then, if a serius prblem is encuntered at high speed, the thrttle can be used t slw the aircraft, nt just the pitch cntrl. It is recmmended t aim t fly t within 5 mph r 5 knts f V NE, but d nt exceed it. [Weight-shift cntrl aircraft] Weight-shift cntrl Micrlights tend t be very pitch stable, but have limited (weight-shift) pitch cntrl. This results in their being unable t accelerate t V NE withut unusual maneuvring r aggressive use f the cntrls. Fr a check flight it is nt necessary t accelerate beynd the speed that can be achieved with nrmal use f the cntrls: gently pulling the bar back as far as it will g. TIL 042 ISSUE 9a Page 17 f 22 APRIL 2016

Hw t perfrm this element Accelerate aircraft t V NE (within 5 mph r 5 knts, r as clse as can be achieved with nrmal use f the cntrls). Use as much pwer as pssible, making sure nt t ver-speed the engine. Nte the maximum speed achieved. Check that it requires a psitive frce n the pitch cntrl t keep the aircraft at V NE, and that the aircraft slws dwn when that cntrl frce is relaxed. Recver gently. Mst likely prblems Any cntrl vibratin, buffet r flutter. Stability r cntrl prblems. These culd be static stability prblems, such as a lightening f the pitch cntrl, r a dynamic stability prblem such as Dutch rll (rll / yaw scillatins). The engine ver-speeding, even with the thrttle clsed. Safety cnsideratins Flutter; D nt exceed V NE as this can verstress the airframe as well as induce flutter. Duble-check what V NE is befre the check flight. Fr amateur-built aircraft, use the indicated airspeed (IAS) V NE n the ASI crrectin placard, nt the calibrated airspeed (CAS) value. D nt perfrm this check in mre than mild turbulence. The lads n the airframe due t flying thrugh gusts increase with airspeed. Exercise cautin perating a 2-strke engine at high airspeed. If a 2-strke engine n a lw thrttle setting is being driven by the airflw thrugh the prpeller, there is an increased risk f cld seizure. 4.3.11. Apprach, landing, taxy and shut dwn Apprach and land using the technique and speeds recmmended in the Flight Manual / POH. Ensure everything wrks as it shuld. 4.4. After the check flight 4.4.1. Cmpleting the check flight schedule The check flight schedules cntain 2 pages: Page 1 is the frmal page cntaining details f the aircraft, pilt and declaratin f airwrthiness. Page 2 is the flight schedule which guides the pilt thrugh the check flight. Page 2 cntains the fllwing bxes t be cmpleted by the pilt: Rectangular bx with a dtted line - this can, and nrmally shuld, be filled in befre the check flight. It cntains aircraft data either fr the pilt s infrmatin during the check flight, r t help a future reader. Rectangular bx with a cntinuus line - this must be filled in during the check flight. It cntains a result bserved during the check flight. Square bx - this must be filled in during the check flight. It is either filled in with a tick - meaning SATISFACTORY - r a crss - meaning UNSATISFACTORY - r (smetimes) NA - meaning NOT APPLICABLE. The climb rate must be calculated - r lked up frm Appendix 1 - after the flight. TIL 042 ISSUE 9a Page 18 f 22 APRIL 2016