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Otto Lilienthal (1896)
SECTION 1. THE SECOND FLIGHT
1. 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 runups,
rigging adjustments, or taxi tests will be
required. Under no circumstances should a pilot takeoff
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 2. THE THIRD FLIGHT
‘‘Plan the flight, fly the Plan.’’ Sign on the wall at the Naval Test Pilot School, Patuxent River, MD
1. OBJECTIVE. To validate the engine reliability.
2. GENERAL. The third flight should concentrate
on engine performance. Do not forget to
record the engine’s response to any application of
carb heart, 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. Do not forget to record the engine
responses to any applications of carb heat, 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.
SECTION 3. HOURS 4 THROUGH 10
‘‘Keep your brain a couple steps ahead of the airplane.’’ Neil Armstrong
1. 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
aircraft’s 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 (if applicable)
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AC 90-89A 5/24/95
b. Climbs and descents to preselected altitudes.
(monitor engine performance)
c. Airspeed indicator in-flight accuracy check
NOTE: After each test flight, ALL
DISCREPANCIES must 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 aircraft’s 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 should be conducted
with 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
　
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