BMAA FLIGHT TEST PLAN BMAA/AW/010a issue 2 Reg: Type: TADS or MAAN applying:

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1 Limitations & Units: ASI Units: Vmin: Vmax: Va: V f1 : V f2 : ALT Units: Min: Max: Abandonment: RPM: Limit: Coolant Temp: Limit: CHT Limit: EGT Limit: Pitch: Limits: Bank: Limits: Crew : Safety Equipment: Other limitations: Parts of this schedule required for project to which this is issued: Test Group Æ A B C D Required Y/N?Æ Tests that may be omitted General Notes: 1. This is a test schedule intended for use by BMAA test pilots to confirm that a known aircraft is essentially safe and complies with the handling and performance requirements of BCAR Section S issue 2. It is not a full acceptance or certification test plan for a new type, and should not be treated as such. 2. It is not anticipated that everything in this plan can be done during one flight. Sortie planning, and Weight and Balance (normally using a form BMAA/AW/028) are the responsibility of the test pilot. The typical requirement for completion of this test schedule is 3-4 flying hours over 2-3 flights. 3. Where this schedule is used for a variant upon a known good aeroplane, it is acceptable for the fwd and aft CG extents to be the limits of what can be readily achieved. Where used for a new type to the BMAA or for investigating a suspect aircraft, ballast is required ultimately to the extremes of the authorised CG range. Where is called for, this means no less than 95% Authorised and no more than obviously note the actual conditions to allow data analysis. 4. Spin testing is not included in this schedule and if required should be the subject of a separate test plan to show compliance with BCAR S221 TIL 025 gives guidance on this. If devices such as flaps or retractable undercarriage are fitted, the project pilot should submit a supplementary plan for assessment of the safety and compliance of these devices to the BMAA Chief Technical Officer or Chief Test Pilot for approval, the use of a form BMAA/AW/034 is recommended for this purpose, but is not mandatory. 5. The order of tests may be re-arranged at the discretion of the project test pilot, whilst maintaining the requirement for less hazardous tests to be carried out first. 6. Please attach copies of this front page and the completed test cards used to the flight test report(s). The test pilot is encouraged to include in his or her report any concerns, recommendations for further testing, or recommendations for operating limitations. 7. If the aircraft uses a laminar flow wing, tailplane or canard, and thus may have its handling affected by flight in rain, please conatct the BMAA for advice on how to evaluate this. 8. Where the test schedule calls for an Instructors Handbook Recovery, if the aircraft manual (or the test team s judgement) recommends a different recovery, please use that but submit details with the report. 9. Issue of this test schedule alone does not give authority to fly. This must be given separately on a form BMAA/AW/029, a CAA Permit to Fly for Test Purposes, or aircraft manufacturer s B-conditions certificate of release for flight. BMAA/AW/010a Issue 2 (March 2003) Page 1 of 10

2 Part A Shakedown group Serial No. Test Conditions Test(s) Required Data Required #1. Ground Check control travel and friction (all controls and axes) Handling comments and description of control system as found. Maximum deflections of all control surfaces (or check against existing statement on TADS if available). #2. Ground Cockpit assessment List of all instruments fitted, and their units. Pilots report on any areas of concern. #3. Ground, clear FOD free location Static engine run-up Maximum readings (all engine instruments), vibration, #4. Ground, taxiing (Required for taildraggers only), conditions at TP s discretion. Qualitative handling assessment, looking for any tendency to ground loop. comments on engine handling. Handling report, S233 compliance statement. #5. All testing General Data Flight times, ground conditions, wind, OAT, QFE, QNH, location, pilots hours (total, on type, on class), weather, CG position, state of aircraft (fuel, weight, ballast, etc.) #6. Brief local flight General comments upon #7. Clear of turbulence ASI Calibration against GPS truth data (consult technical office before use of other methods) acceptability of aircraft. Completed form BMAA/AW/043 issue 1a or later, or equivalent data recorded in another format. BMAA/AW/010a Issue 2 (March 2003) Page 2 of 10

3 Part B -FWD Performance group (Use % authorised, see notes on page 1 concerning CG) #8. Ground & circuit, mid to fwd CG, #9. Best climb speed,, max continuous power, block 0 to 1200ft QFE. 6 x take-offs into wind Surface wind, unstick IAS, IAS at 15m, time of ground roll, time to 15m, runway heading and surfacecondition, handling report. 1 Tabulate data for each Performance climb, wheels off to 1000 ft QFE [If required initially fly sawtooth climbs to find best climb speed] #10. Best glide angle speed, idle power. Timed descent(s) through at least 500 ft. [If required initially fly sawtooth glides to find best climb speed]] #11. Ground and circuit, mid to fwd CG, (at least two tests at or close to aft CG limit),. #12. Ground and circuit, mid to fwd CG, #13. Ground and circuit, mid to fwd CG, #14. Ground and circuit, mid to fwd CG, #15. flight idle, mid to fwd CG,, nil turbulence test. Time to 1000 ft, climb speed, max engine temps seen, any limits exceeded? Rate of descent, rate of engine cooling, VSI accuracy (if fitted), glide speed, weight. 6 x landing, into wind, idle Approach IAS, touchdown IAS, time from 15m to touchdown, time from touchdown to stop, runway heading and surface condition, handling report 2. Tabulate data for each test. 3 x landing, into wind, powered Approach speed, runway heading and condition, handling report, power setting used. minimum 3 take-offs crosswind, progressively up to crosswind limit. minimum 3 landings crosswind, progressively up to crosswind limit. wings level stall, 1 kn/s decel, at least x 3. Handling report, technique used, test pilots opinion of correct crosswind limit. Handling report, technique used, test pilots opinion of correct crosswind limit. S2(a)(3) 3, S201, S207 compliance statement. Confirm LSS satisfactory down to the stall. 1 This data is based upon BMAA s preferred timed method for take-off performance measurement. If another method is to be used, please obtain agreement from technical office first and be prepared to document and justify the proposed method. 2 This data is based upon BMAA s preferred timed method for landing performance measurement. If another method is to be used, please obtain agreement from technical office first and be prepared to document and justify the proposed method. 3 For compliance with BCAR S2(a)(3) check against PEC values. BMAA/AW/010a Issue 2 (March 2003) Page 3 of 10

4 #16. flight idle, mid to fwd CG,, nil turbulence #17. flight idle, mid to fwd CG,, nil turbulence #18. Nil turbulence, power as required, to recover above 1500ft agl, mid to fwd CG, 30 bank turning flight stall, 1kn/s decel, at least 3 each left & right 5 kn/s decel, wings level stall, at least x3 Dive to Vmax, increasing speed slowly, small stick and rudder raps at each speed increase S203, S207 compliance statement. LSS (can be qualitative only), response to small control inputs, any tendency to flutter, DR or SPO, max. speed seen, max RPM, handling on recovery to level flight, BCAR S251 compliance statement. BMAA/AW/010a Issue 2 (March 2003) Page 4 of 10

5 Part C -FWD handling group (Use % Authorised, see notes on page 1 concerning CG) #19. PLF, mid to fwd CG, #20. PLF, mid to fwd CG, #21. PLF, mid to fwd CG, #22. PLF, mid to fwd CG, #23. PLF, mid to fwd CG, #24. PLF, mid to fwd CG,, nil turbulence #25. Minimum 1500ft agl, PLF, cruise trim, mid to fwd CG,, nil turbulence #26. Minimum 1500ft agl, Climb Power, best climb speed, mid to fwd CG,, nil turbulence Trim speed band Rudder doublets Pitch doublets (SSSP only if required due to TP concerns and perceived need for analysis) Phugoid test (10 kn displacement) Steady Heading SideSlip (SHSS), gently to full rudder left and right. [Note: max 1/3 rudder above Va.] power-on stall, at least 3 Simulated sudden engine failure, maintain height by increasing pitch attitude until stall, recovery from stall to best glide speed Simulated sudden engine failure, followed by stall in climb attitude and recovery to best glide speed. Flight conditions, Value of TSB, S173(b)compliance statement. Ratio, cycles, time to damp, ease of excitation cycles and time to damp (handling comments and frequency if SSSP performed) Period and damping, TP opinion of implications maximum sideslip (from compass on recovery), rudder forces (any lightening or overbalance?), sideforces due to sideslip, bank angle. using Pitch control only cruise speed, stall speed, weight, stall characteristics, height loss until a glide was established using Pitch control only, control responses at low speed, pitch authority during recovery, maximum nose-up and nose-down pitch seen, wing drop (if any), time from throttle closure to stall, rate of descent at best glide speed until a glide was established using Pitch control only, control responses at low speed, pitch authority during recovery, maximum nose-up and nosedown pitch seen, wing drop (if BMAA/AW/010a Issue 2 (March 2003) Page 5 of 10

6 #27. Height as required, PLF, 1.3 Vs, mid to fwd CG, #28. Height as required, PLF, 1.3 Vs, mid to fwd CG,, nil turbulence #29. Height as required, power as required, Va, mid to fwd CG, #30. Height as required, power as required, Va, mid to fwd CG, #31. Height, speed, power as required, mid to fwd CG, #32. height, speed, power as required, mid to fwd CG,. Demonstration that 30 to 30 bank can be achieved both to left and right within 5 seconds Spiral Stability test (15 bank with rudders, release) Demonstration that 30 to 30 bank can be achieved both to left and right within 5 seconds Spiral Stability test (15 bank with rudders, release) Representative rolling manoeuvres to bank angle limits. Explore operation and authority of all in-flight adjustable trim devices. Conditions, handling, time, control input used, S147 compliance statement. Time to halve / double bank angle, Pilot opinion with respect to role of aircraft. Conditions, handling, time, control input used, S147 compliance statement. Time to halve / double bank angle, Pilot opinion with respect to role of aircraft. Handling report. Handling report, including control authorities, ease of use, description of devices. BCAR S161 compliance statement. BMAA/AW/010a Issue 2 (March 2003) Page 6 of 10

7 Part D Lightweight Aft handling group (Use lightest weight reasonably achievable) #33. flight idle, aft CG, nil turbulence #34. flight idle, aft CG, nil turbulence #35. max. continuous power, aft CG, nil turbulence #36. flight idle, aft CG, nil turbulence #37. Nil turbulence, power as required, to recover above 1500ft agl, aft CG wings level stall, 1 kn/s decel, at least x bank turning flight stall, 1kn/s decel, at least 3 each left & right 30 bank turning flight stall, 1kn/s decel, at least 3 each left & right 5 kn/s decel, wings level stall, at least x3 Dive to Vmax, increasing speed slowly, small stick and rudder raps at each speed increase S201, S207 compliance statement. Confirm LSS satisfactory down to the stall. S203, S207 compliance statement. S203, S207 compliance statement. LSS (can be qualitative only), response to small control inputs, any tendency to flutter, DR or SPO, max. speed seen, max RPM, handling on recovery to level flight, BCAR S251 compliance statement. BMAA/AW/010a Issue 2 (March 2003) Page 7 of 10

8 #38. power as required, to recover above 150ft agl, aft CG, Va. (Retractable gear and flaps, if fitted, retracted) #39. power as required, to recover above 150ft agl, aft CG, Vmax. (Retractable gear and flaps, if fitted, retracted) #40. PLF, aft CG #41. PLF, aft CG #42. PLF, aft CG #43. PLF, aft CG, nil turbulence #44. Minimum 1500ft agl, PLF, cruise trim, aft CG, nil turbulence #45. Minimum 1500ft agl, Climb Power, best climb speed, aft CG, nil turbulence Manoeuvre stability / wind up turns Manoeuvre stability / wind up turns Trim Speed Band Pitch doublets (SSSP only if required due to TP concerns and perceived need for analysis) Phugoid test (10 kn displacement) power-on stall, at least 3 Simulated sudden engine failure, maintain height by increasing pitch attitude until stall, recovery from stall to best glide speed Simulated sudden engine failure, followed by stall in climb attitude and recovery to best glide speed. g-loading (if descending) or bank angle (if in level turn) that 7 dan / 15lbf back stick is required. BCAR S155 compliance statement. g-loading (if descending) or bank angle (if in level turn) that 7 dan / 15lbf back stick is required. BCAR S155 compliance statement. Flight conditions, Value of TSB, S173(b)compliance statement. cycles and time to damp (handling comments and frequency if SSSP performed) Period and damping, TP opinion of implications using Pitch control only cruise speed, stall speed, weight, stall characteristics, height loss until a glide was established using Pitch control only, control responses at low speed, pitch authority during recovery, maximum nose-up and nose-down pitch seen, wing drop (if any), time from throttle closure to stall, rate of descent at best glide speed until a glide was established using Pitch control only, control responses at low speed, pitch authority during recovery, maximum nose-up and nosedown pitch seen, wing drop (if BMAA/AW/010a Issue 2 (March 2003) Page 8 of 10

9 #46. height, speed, power as required, aft CG. Explore operation and authority of all in-flight adjustable trim devices. #47. Cruise trim, aft CG, PLF Assess LSS throughout available speed range Handling report, including control authorities, ease of use, description of devices. BCAR S161 compliance statement. Confirm continuous increase in stick / force displacement away from trim. If marginal or unacceptable submit numerical evidence or graphs in support of conclusions. Issue 2 approved for Issue: GB Gratton Chief Technical Officer British Microlight Aircraft Association 6 March 2003 Issue 2 supersedes issue 1 (27 April 1999). Changes are to layout, clarification of meanings of and specific CG positions, specific data required for various performance tests, and the need for PEC investigation. BMAA/AW/010a Issue 2 (March 2003) Page 9 of 10

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