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the delivery (acceptance) of a new airplane to a client. These flights are performed by Airbus
acceptance pilots and engineers.
The investigations initial findings brought to light the fact that there is a great diversity in the
description made by operators of non-revenue flights, in the context that they establish for
the preparation and execution of these flights, and in the selection and training of pilots. This
diversity, along with the almost total absence of any indications or standards on non-revenue
flights, can also lead to more or less improvising the performance of tests or to performing
tests or checks in inappropriate parts of airspace and/or during flight phases with a high
workload.
Consequently, the BEA recommends:
 that EASA detail in the EU-OPS the various types of non-revenue flights that an
operator from a EU state is authorised to perform,
 that EASA require that non-revenue flights be described precisely in the approved
parts of the operations manual, this description specifically determining
their preparation, programme and operational framework as well as the qualifications
and training of crews,
and
 that as a temporary measure, EASA require that such flights be subject to an
authorisation, or a declaration by the operator, on a case-by-case basis.
- 32 -
LIST OF APPENDICES
Appendix 1
Graphs of parameters (FDR)
Appendix 2
Programmes of checks to be performed in flight
Appendix 3
Checks performed on 27 November 2008
Appendix 4
Descriptions of low speed flight – OFC document, SA CAM and ISATM manuals
Appendix 5
FAA Document - SAFO 08 024
- 33 -
Appendix 1
Graphs of parameters (FDR)
- 34 -
- 35 -
- 36 -
- 37 -
- 38 -
- 39 -
- 40 -
- 41 -
APPENDIX 2
Programmes of checks to be performed in flight
Flight Phases OFC Programme SA CAM Programme
Cabin
preparation
Cabin preparation
Cabin general
Cabin preparation
Cabin general
Flight
preparation
Flight preparation
Before engine start
Engine start
After engine start
Flight preparation
Before engine start
Engine start
After engine start
Ground
Taxiing
Takeoff TOGA Max rated take off
Before take off
Thrust rating validity check
Thrust acquisition check
Max rated take off
Before take off
Thrust rating validity
check
Thrust acquisition check
Takeoff
After lift off Auto flight systems
Landing gear retraction
Auto flight systems
Landing gear retraction
Initial climb Auto throttle system Auto throttle system
Climb to FL310
Climb to FL 310 Flight controls (normal law)
Auto flight systems
Systems (ECAM pages)
Communication systems
Navigation systems
Flight controls (normal
law)
Auto flight systems
Communication systems
Navigation systems
Air conditioning system
efficiency
Cruise at FL310 Engine parameters record
A/C trim
Engine parameters record
A/C trim
Climb to FL390
– Mach 0.78
Air conditioning system
efficiency Cabin general
Air conditioning system
Cruise efficiency Cabin general
Cruise at FL390
– Mach 0.78
APU start APU start
Cabin leak rate
Cabin depressurisation
Descent to FL
140
Anti ice wing
MMO overspeed (prior to
FL250)
VMO overspeed (below
FL250)
Flight controls(alternate law)
Anti ice wing
VMO overspeed (below
FL250)
Descent Descent and
cruise at FL140
– Any suitable
A/C speed
ECS supply from the APU
bleed
Low speed – full configuration
ECS supply from the
APU bleed
Low speeds - general
Low speed – full
configuration
Overspeed (VFE)
Approach and
landing
Approach 1
(autoland)
Airplane general
ILS
Radio-altimeter
Auto callout
Airplane general
ILS
Radio-altimeter
Auto callout
- 42 -
Automatic goaround
(at 1 000
ft AGL)
Auto flight systems
Landing gear emergency
Second
approach
(manual)
Airplane general
Flight controls
The SA CAM manual
has:
- a touch-and-go after
the first autoland
approach,
- a circuit during which
the gear is extended in
emergency,
- a second approach
followed by an
automatic go-around,
- a circuit during which
checks on the efficiency
of the RAT and the
　
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