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more than 20 miles from the VOR. Maneuver the
aircraft directly over the point at a reasonably low
altitude.
(i) Note the VOR bearing indicated
by the receiver when over the ground point. The
maximum permissible variation between the published
radial and the indicated bearing is six degrees.
(ii) If the aircraft has dual VOR’s, the
maximum permissible variation between the two
receivers is 4 degrees.
c. Fuel Consumption: a good indication of
how much the engine is working for each rpm produced.
For a new or recently overhauled engine, the
fuel consumption should improve each flight hour
until the engine finishes its ‘‘break in’’ period, i.e.,
after approximately 100 hours of operation.
(1) To determine the aircraft fuel consumption,
lay out a race track course with 8 to 10 mile
legs. If the aircraft has one fuel tank or cannot switch
tanks, do the following: Determine the approximate
fuel burn to reach 1,000, 3,000, 5,000, 7,000, and
9,000 feet of altitude. With full tanks, climb to 3,000
feet and run the race track course for half an hour
at 55 percent power.
(2) Land and measure the fuel used by dipping
the tanks with a calibrated fuel stick, or by adding
measured amounts of fuel to the tank until the
tank is full. Subtract the approximate fuel burn to
altitude, and multiply the remainder by two to get
the fuel burn per hour.
(3) The tests are much easier and the
results more accurate if the aircraft has two
independent fuel tanks. Take-off on one tank and
switch to the opposite tank at the test altitude. At
the completion of the test, switch back to the first
tank; land and measure the amount of fuel added
in both tanks and multiply the quantity by two to
get the amount of fuel used per hour.
(4) Run the same test at 65 percent and
75 percent power at the same altitude, using the same
procedures. Move up to the next altitude and run
the same tests.
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d. Night Operations: should be conducted in
accordance with the aircraft’s FAA Operating
Limitations and limited to normal climbs and
descents (e.g., 500 feet per minute), pitch angles of
less than 5 degrees, straight and level flight, and
coordinated turns of no more than 20 degrees of bank
angle.
(1) The main concern for night testing
should be the availability of a horizonal reference
(e.g., bright moon or artificial horizon).
(2) Prior to every night flight, ensure a reliable
flashlight with fresh batteries and a set of
FLIGHT TEST PLAN procedures are on board.
Some night testing requirements should have already
been determined on the ground. For example:
(i) The electrical load review of all
the lights, pumps, instrumentation, and avionics did
not exceed 80 percent of the aircraft’s charging system
capacity.
(ii) The cockpit instrumentation lighting
is adequate and was tested for reliability of operation
during daytime flights.
(iii) The pilot has at least 1⁄2 hour of
night time taxiing the aircraft. This practice is needed
to familiarize the pilot with a different operating
environment. Do not exceed engine operating
temperatures during taxiing.
(iv) The position and brightness of
instrument panel lights, anti-collision strobe lights,
and rotating beacons will not adversely affect the
pilot’s night vision.
(3) A suggested night flight test plan is a
series of takeoffs and landings and traffic pattern
entries and exits. The tests should begin while there
is still enough light to read a newspaper and transition
to true night flying. The actual night flight will
consist of an evaluation of the effectiveness of the
taxi/landing light system, during taxi, take-off, and
landing. The pilot should note any glare on the windshield
or light flicker on the instrument panel.
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5/24/95 AC 90-89A
CHAPTER 7. THOUGHTS ON TESTING CANARD TYPE AMATEURBUILT
AIRCRAFT
‘‘FLY.’’ Jonathan Livingston Seagull
SECTION 1. CANARDS
1. OBJECTIVE. To discuss canard flight
characteristics.
a. Canard configured aircraft generally fall
into 2 categories: the LongEze design (pusher prop,
tandem seats) and the Quickie (Q2) design (tractor
prop, side by side seats). Canard configured aircraft
do not ‘‘stall’’ in the conventional sense. All successful
‘‘loaded canard’’ designs have the angle of
incidence (AOI) of the canard set higher than the
　
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