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Operations Light Sport Aircraft (LSA) Experimental/Amateur Built First Flight Considerations R1

Operations Light Sport Aircraft (LSA) Experimental/Amateur Built First Flight Considerations R1. Overview. Preparation for first flight EAA Flight Advisors AC 90-109 Airmen Transition to Experimental or Unfamiliar Airplanes What’s a LODA Training – Manufactures Training - CFI’s

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Operations Light Sport Aircraft (LSA) Experimental/Amateur Built First Flight Considerations R1

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  1. Operations Light Sport Aircraft (LSA) Experimental/Amateur Built First Flight Considerations R1

  2. Overview • Preparation for first flight • EAA Flight Advisors • AC 90-109 Airmen Transition to Experimental or Unfamiliar Airplanes • What’s a LODA • Training – Manufactures • Training - CFI’s • Airport selection • Support team • Emergency readiness • Canceling the first flight

  3. Preparation for first flight • Pilot performance and transition to an unfamiliar airplane. • Increase in risk demand improvements in safety.

  4. EAA Flight Advisors • Source of education and to prepare the pilot for flight in a newly built or restored aircraft or to transition to an unfamiliar aircraft. • Additional information is on the EAA Web site.

  5. EAA Flight Advisors Note: All pilots should consider the first flight a test flight in any experimental airplane and should read AC 90-89, as well as AC 90-109. The EAA Flight Advisor program helps with everything from finding the right instructor and planning a first flight to determining the types of additional training needed

  6. Homework • The most important task for an amateur-builder is to develop a comprehensive FLIGHT TEST PLAN. • The objective of a FLIGHT TEST PLAN is to determine the aircraft’s controllability throughout all the maneuvers and to detect any hazardous operating characteristics or design features.

  7. Airport Selection • Runway direction and obstructions. • Emergency alternate landing • Engine failures are second only to pilot error as the major cause of amateur-built aircraft accidents, preparations for this type of emergency should be a mandatory part of the FLIGHT TEST PLAN.

  8. Airport Selection Considerations • Field Communications • Emergency Response capability • Field personnel awareness • They may be able to assist the amateur builder in obtaining temporary hangar space, providing ground/air communications, and supplying emergency equipment for use during the flight test.

  9. Flight Test Plan Considerations

  10. Emergency Plans and Equipment • OBJECTIVE: • Develop a FLIGHT TEST PLAN that contain two sets of emergency plans.

  11. Emergency Plans and Equipment • The IN-FLIGHT emergency plan should address the following: • Engine • Flight controls (3) Fire

  12. Emergency Plans and Equipment • The GROUND EMERGENCY plan should be developed to train the ground crew and/or the airport fire department crash crew on the following: • Rapid emergency entry (2) The pilot’s restraint system

  13. Emergency Plans and Equipment (3) Fuel shut-off valve (4) The master switch and magneto/ignition (5) Engine cowling (6) The battery (7) Fire extinguisher (8) Parachute system

  14. Emergency Plans and Equipment • Ground Crew. Every test of an amateur built aircraft should be supported by a minimum ground crew of two experienced individuals • The ground crew’s function is two-fold: (1) Airworthiness and safety (2) Emergency assistance to pilot.

  15. Emergency Plans and Equipment The Airport. (1) If the airport does not have a fire rescue unit, it is suggested the ground crew have a four wheel drive vehicle equipped with a portable radio, first aid kit, metal-cutting tools, and a fire extinguisher. A minimum of one person should be trained in first-aid. (2) If the airport provides a fire rescue unit, the test pilot should ensure the rescue unit and the ground crew are trained and competent in performing ground emergency functions as identified in the FLIGHT TEST PLAN. Suggestion:For a small donation, some local volunteer fire and rescue companies will provide the amateur-builder with a standby crew during the initial critical portions of the flight test phase.

  16. Emergency Plans and Equipment • Hospital Location (2) Pilots Medical Info

  17. Emergency Plans and Equipment Fire. • Fire extinguisher’s • Pilot personal protective equipment • As a minimum, cotton or wool clothing will offer some protection from heat and flames. • Pilots should never wear nylon or polyester clothing because synthetic materials melt when exposed to heat and will stick to the skin.

  18. Emergency Plans and Equipment Parachute. • Consider wearing a parachute • Verify serviceability • Pilot should train and practice

  19. Emergency Plans and Equipment Ballistic Chutes. • Consider Ballistic Chutes if applicable • If a ballistic chute is installed, the builder should add the pre-flight inspection to the checklist, flight manual, Flight Test Plan and maintenance requirements.

  20. Flight Test Plan ConsiderationsTraining

  21. The Pilot • Competency • If the aircraft’s builder is the test pilot, the costs involved in maintaining pilot competence should be budgeted with the same level of commitment and priority that is assigned to plans and materials to complete the project.

  22. Word of Caution Previously learned habits and reflexes could be hazardous

  23. Training – Manufactures and/or CFI’s • The choice of airplane and instructor used for this flight training is very important. To accomplish the best training, use that specific airplane, with a well-qualified instructor experienced in the specific make and model.

  24. Training – Manufactures and/or CFI’s • Many manufactures have training available in a factory built aircraft. • Type clubs may have aircraft and instructors available as well for transition training. Note: Don’t rush, you have spent a lot of time and money to get to this point.

  25. Considerations Common to all Airplanes • Hazard Identification, Risk Assessment, and Risk Mitigation.

  26. Considerations Common to all Airplanes • Hazards • Risk Assessment • Mitigating Strategy • Accepting residual risks.

  27. Hazard Identification • The pilot determines the specific safety hazard, or list of hazards for review. For example, a significant hazard is a loss of control such as stall/spin, or a loss of directional control on takeoff or landing.

  28. Risk Assessment • Each risk assessment should first analyze the two elements of risk: severity of the hazard and likelihood of occurrence. Every time a person flies, there are several specific hazards experienced which have potentially fatal consequences. This situation is tolerable because the likelihood of experiencing this hazard is extremely low.

  29. Risk Mitigation • Risk mitigation is taking actions to minimize, understand, or respond to a risk. They should be actions the pilot can control.

  30. Acceptable Risk • Even after applying risk mitigations there will always be residual risk. The pilot will need to decide if this residual risk is acceptable depending upon the nature of the flight.

  31. Weight and Balance • Accurate and Current • It is critical to conducting a safe flight test.

  32. Airworthiness Certificate/AircraftRegistration/Operating Limitations/Placards Weight and Balance: Documentation

  33. TAXI TESTS • High and low speed tests • USE CAUTION!

  34. THE FIRST FLIGHT • Resist temptations

  35. THE FIRST FLIGHT • The first flight is an important event for an amateur-builder. • Be a ‘‘Professional’’

  36. THE FIRST FLIGHT • A safe and uneventful first flight begins with you.

  37. THE FIRST FLIGHT • The first flight should a non-event ‘‘Always leave yourself a way out.’’ Chuck Yeager

  38. THE FIRST FLIGHT • First flight has two main objectives. • Known or suspect airworthiness problems. • The Law of Aerodynamics does not often forgive these types of mistakes.

  39. The First 10 Hours • Re-affirm • Validate • Collect and record data

  40. The First 11+ Hours • Continue re-affirm • Continue to validate the engine reliability • Continue to build on the data • Stalls • Climb and Decent Speeds • Slow Flight • Aircraft Configurations – Flaps, Gears, etc. • Aircraft Stability

  41. The First 40 Hours PUTS IT ALL TOGETHER! • Main Objective. To develop aircraft performance data across the weight and CG ranges

  42. The First 40+ Hours PUTS IT ALL TOGETHER • The pilot should avoid the temptation to take a live ballast weight up for a ride at 40 hours for three reasons: (1) The aircraft has not been proven safe for the higher gross weights. (2) The pilot and passenger are at great risk. (3) The pilot will be violating a contract (Operating Limitations) with the FAA.

  43. Carelessness and overconfidence are usually more dangerous than deliberately accepted risk. - Wilbur Wright, 1901

  44. Before We End • Questions • FAASafety.gov • GA Awards Program • AMT Awards Program • WINGS • We Want your Comments and Feedback • E-mail, phone, or • http://www.faa.gov/about/office_org/headquarters_offices/avs/stakeholder_feedback/afs/field/sf_faasteam/

  45. Thanksfor Having Me!!!

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