FLIGHT TEST PROGRAM - originally marked as being for a Kitfox, subsequently modified for a Zenair CH 300.

CH 300 Flight Test Program transcribed.doc

[Editor’s notes: From older photocopies of dot matrix printout, source unknown, other than that it was used by one builder in Ontario. Test program appears generally reasonable, although with little detail beyond first two flights. Very slightly edited and modified when transcribed.]

TAXI TESTS - low speed

PURPOSE:

1. Identify a/c ground handling characteristics and ensure adequate directional control throughout speed range (zero to lift-off)
2. Determine if adequate engine cooling during ground operation.
3. Check for adequacy of brake system.
4. Determine the T/O and landing characteristics of a/c and establish trim settings for each.
5. Allow pilot to becom familiar with all aspects of the above, with emphasis on brake system use in controlling the a/c in all phases of ground operation.

Note: Have a ground observer monitor the taxi tests, to ensure no evidence of brake fire, smoke, dangling panels, etc -- any problems that may not be visible to cockpit crew. Establish clear procedure on how the observer will communicate any problem to the crew.

SPECIFIC CHECKS:

1. Proper brake lining break-in procedures to be observed, as per manufacturer’s instructions.
2. Start at low speed - walking speed.
3. Practice 90, 180, 360 degree turns right and left during familiarization with brakes.
4. Remember to monitor engine RPM.
5. After each run, check for leaks in brake system.

TAXI TESTS - high speed

1. Pick a day with little or no wind.
2. Know predicted stall speed (at test weight)
3. Start slowly, increasing speed by 5 mph on each run, up to 80% of predicted stall speed.
4. Check aileron response at each speed increment.
5. Check rudder response at each speed increment.
6. Nose gear: At 80% of stall speed, should be able to attain takeoff attitude. If not possible, you may have a C of G or gear position problem.
7. Duplicate each test in t/o and landing flap configurations.
8. Determine distance required to reach lift-off speed.
9. Determine abort distance required, and add 20%. This is your required stopping distance.
10. [If the first flight will be hops down the runway rather than a full circuit, it has been recommended to have runway available for reaching lift-off speed, flying 5+ seconds (including time to reduce speed in the flare), and braking to a stop. ]
11. Total aircraft inspection, including oil and fuel screens or filters, exhaust system, controls for safety and travel, etc.

FIRST FLIGHT

Duration max 30 min.

1. Know expected speeds -- lift-off, climb, best glide, approach. Can mark airspeed indicator with tape.
2. Fuel required = 4 times expected consumption
3. C of G -- should be in forward part of allowed range.
4. Check oil and brake fluid levels.
5. Check that cowlings, inspection panels, fairings, spinner, etc. are secured
6. Check doors or canopy latched and unable to vibrate loose in flight.
7. Adjust seat, safety harness, etc. for flight.
8. Complete flight control system functional check.
9. Trim tabs and flaps -- check full range of travel, set for t/o.
10. Fuel selection ON for correct tank.
11. Radio check, altimeter set.
12. Review emergency procedures.
13. Start up and taxi using check lists.
    
14. Line up and take off.
    Remember to advance power slowly to full t/o power.
    Check engine readings.
    Abort if:
    Oil pressure low.
    Tachometer reads low or over red line.
    Vibration or engine hesitation.
    Aircraft does not want to rotate.
    Unusual stick forces present.
15. Maintain Vy [Original copy stated Vx -- which seems inappropriate.]
16. Maintain t/o power to 1000’, using minimum control inputs.
17. Reduce power slowly. Climb to target altitude, minimum 2000’. Level off.
18. Reduce power to maintain approx. 1.5 Vs. (Reduces chance of control flutter compared to high speed cruise.)
    
    CRUISE TESTS
19. Control checks:
    Yaw a/c 5 deg. right then left, note response.
    Trim a/c 3 deg. nose down then up, note response.
    Roll a/c 5 deg. right then left, note response.
20. If a/c reasonably stable and control inputs are of normal amounts, increase bank angles to 10 deg. and execute some 90 degree turns. Follow with 360 deg. turns.
21. If a/c handles OK, repeat at 20 degrees bank.
22. If a/c handles OK, climb slowly (at increased power) to 5000’. Monitor engine readings.
23. Practice one or two approach patterns / circuits while checking flap operation.
24. Practice descents.
25. Check effectiveness of trim tabs and note whether any fixed tabs need adjustment.
26. Note stick positions in cruise.
27. Return to 5000’, level off, make clearing turns. Stabilize heading, wings level.
    Carb heat ON, reduce power to flight idle, trim nose up to stabilize, ball centered raise nose slowly, bleed airspeed ~½ kt per second (~30 mph per minute).
    At 5 mph above predicted stall speed, or at first sign of buffet, stop and recover. Record airspeed. Calculate 1.3 or 1.4 times this speed as a reference speed for landing approach.
28. Repeat the appraoch-to-stall test as required to ensure consistency and familiarity with a/c feel.
29. Initiate descent to land. Use checklists as always. Limit bank angles to 20 degrees.
30. Speed on approach as previously calculated. Keep control inputs small and smooth. Do not cross control or use rudder to move nose -- maintain co-ordinated flight.
31. Review overshoot procdures prior to approach and use it if not happy with any aspect of the approach, including traffic.

FLIGHT TWO

1. Clear all snags resulting from first flight.
2. Repeat first flight profile, 30 minutes duration.
3. Confirm airspeed, handling, and engine parameters.

FLIGHT THREE

Duration one hour, 5000’ AGL or higher, within glide distance of suitable landing strip.

Engine performance evaluation using the following format

1. Speed 80% of max cruise to preclude flutter.
2. Record oil pressure and temp, cylinder head temp, fuel pressure, EGT -- at 55 to 75% of max RPM for the given engine and prop configuration. [Likely need to allow fair bit of time for values to stabilize.]
3. Record engine response to carb heat, leaning the mixture, change of power, prop pitch (if applicable).

Engine operation and flight control response should now have been shown to be reliable.

Flight time now approx. 2 hours.

NEXT EIGHT FLIGHTS

Approx. 1 hour duration each.

Use to confirm what you have alrady found, and to explore the following areas:

1. Gear operation, if applicable.
2. Climb and descent effects on engine.
3. Airspeed accuracy check. Most errors will tend to occur at low airspeed. [Details not transcribed. Description was of timed runs over measured distance on ground. Other methods also available.]
4. Climb - shallow angle at full power.
   Start at a chosen altitude and climb one minute.
   Record temperatures and pressures, stabilize engine temperature.
   Repeat but add 30 seconds to the climb.
   Repeat test until you reach an engine limit or 5 minutes at full throttle.
5. Descents.
   5000’ minimum, shallow descent, speed 1.5 Vx, 30 seconds initially, increase 30 sec. Per test until engine limit or 5 minutes reached.