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and thoroughly briefed prior to each flight.
(2) There should be at least two pilots on
board the chase plane. One pilot’s 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 aircraft’s 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. EMERGENCY PROCEDURES
‘‘At the worst possible time, the worst possible thing will happen.’’ Murphy’s Law
1. OBJECTIVE. To develop a complete set of
in-flight emergency procedures for the aircraft that
are designed to make unmanageable situations
manageable.
2. GENERAL. The FLIGHT TEST PLAN
should have a special section on emergency procedures.
The responses to each emergency should have
been developed based on the aircraft’s predicted
flight characteristics, airport location, surrounding
terrain, and nearby emergency fields.
a. The following is a partial list of possible
emergencies that may arise during the flight test
phase and includes suggested responses:
(1) PROBLEM: Engine failure on takeoff.
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 pilot attempts 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.
RESPONSE 1: Fly the aircraft! If
the smoke smells like burnt plastic wire installation,
shut off the master switch. Put on smoke goggles,
36
AC 90-89A 5/24/95
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: Cabin door opening in
flight.
RESPONSE: Fly the aircraft! A partially
open door usually affects the airflow over the
tail causing reduced control response and vibration.
　
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