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be a hundred items that would need to be found and
corrected before the first flight.
3. FITNESS INSPECTION - AIRFRAME.
The following additional safety check list items may
not be applicable to all amateur-built make and
model aircraft, but are presented for consideration
and review:
a. Control stick/wheel: The control stick/
wheel should have a free and smooth operation
throughout its full range of travel. There should be
no binding or contact with the sides of the fuselage,
seat, or instrument panel. There should be no freeplay
(slack) in the controls, nor should the controls
be tight as to have stick-slip movement.
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5/24/95 AC 90-89A
b. Rudder pedals: Move the rudder pedals
through the full range of travel. The pedal movement
should be smooth with no binding. The test pilot
should ensure that their shoes will not catch on
exposed metal lines, fixtures, or electrical wire harness.
c. Brakes: Hand and/or toe brake pressure
should be firm with no tendency to bleed down or
lock up. Spongy brakes that must be ‘‘pumped up,’’
or show a drop in the level of brake fluid in the
reservoir after a few brake applications, indicate a
brake fluid or air leak in the system.
d. Main landing gear: Ensure that the gear
attach points, shimmy dampener, bungees, wheels,
brakes, and wheel fairings are airworthy. If
applicable, check that the tail wheel pivot point is
centered and vertical in relation to the longitudinal
axis of the aircraft. It is critical that the main landing
gear alignment toe in/toe out is zero or matches the
specifications for fuselage/landing gear alignment
called out in the plans. Even one landing gear wheel
out of alignment can cause a ground loop.
e. Control surfaces: Perform rigging checks to
ensure that control input for ailerons, rudder, elevators,
and trim tabs results in the correct amount
of travel and direction of the control movement and
that contact with the stops is made. Also ensure that
the flaps, if installed, have the proper travel, operate
as a single unit, and cannot be extended beyond the
maximum extended position. It is important to ensure
that the control cable tension is correct by checking
it with a calibrated tensiometer and confirming that
all the attachment hardware is secured and safetywired.
(1) If the cable tension is less than the
specifications require, the ‘‘in flight’’ air loads during
flight will prevent full travel of the control, even
if the control has the right amount of deflection and
hits all the stops in the cockpit/wing/tail when tested
on the ground. With low cable tension, the desired
control movement input will be absorbed by the slack
in the cables.
(2) While checking cable tension, make
sure there is no ‘‘free play’’ in the flight control
hinges and rod ends. Free play and loose cable tension
combined with control mass imbalance sets the
stage for the onset of control surface ‘‘flutter.’’ Do
not, however, rig the controls at too high a cable
tension. This will cause high wear rate on the pulleys
and prevent good control feel, especially at low airspeeds.
f. Instrument panel: All the instruments
should be properly secured in the panel and have
preliminary markings on them. Airspeed indicator
and engine tachometer should be marked with the
EXPECTED performance range markings. Oil
temperature and oil pressure must have the engine
manufacturer’s recommended operating range
marked. If the markings are on the instrument glass
face, paint a white slippage mark on both the glass
and on the instrument case to alert the pilot in case
the glass/range marks have moved. Attach a temporary
placard to the instrument panel with the
expected stall, climb, and glide speeds. It is a handy
reference in times of emergency.
g. Behind the instrument panel: Very few
amateur-built aircraft of the same make and model
have the same instrument panel design. Each amateur-
builder should inspect this area to ensure that
all line connections are tight, that nothing interferes
with control travel, and there are no loose wires or
fuel, oil, or hydraulic leaks.
h. Carbon Monoxide: Carbon Monoxide leaks
also can be performed. Wait until night or put the
aircraft in a dark hangar. Climb into the cockpit and
have a friend shine a bright flood light close to the
fire-wall. If light leaks into the cockpit, carbon monoxide
can seep in. Mark it and seal it.
i. Engine and propeller controls: All controls
　
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