SECTION 15 FINAL INSPECTION AND FLIGHT TEST
RV AIRCRAFT
15-3
SEC 15r8 12/23/10
x
Gas:
Check quantities in both tanks and set selector on the fullest tank.
x
Altimeter:
Set for field elevation
x
Radio:
Turn on and set primary and secondary frequencies needed.
x
Engine:
Run-up RPM to check mags, carb heat, and cycle prop if applicable. Set mixture full rich for takeoff.
x
Trim:
Set to take-off position. (for first flight, set trim at about 1/3 nose up travel.)
x
Traffic:
If non-controlled airport, check the traffic pattern for arriving and departing aircraft.
x
Extra Equipment:
(for initial flight, this might include a parachute and crash helmet. Check that they are fitted
for function and are as comfortably and non-restricting as is practical. (1st flight equipment might also include a
rabbits foot, 4-leaf clover, or St. Christopher medal. Avoid horse shoes, particularly from large horses, or race
track losers)
x
Seat Belts & Shoulder Harnesses:
Check that they are fastened and tight. Also, check them for smooth opera-
tion and adjustment. Are the attachment ends secured and safetied?
Use any checklist you are comfortable with, as long as it includes all necessary pre-take off check items. The use of a
“key” word as above is just a gimmick to help make the checklist easy to recall.
Canopy:
Be sure that the latches work and are easily reached. In the event of a nose-over accident, the canopy will
probably shatter and permit the occupants to exit. In the event of an in flight bail-out, an RV canopy may be jettisoned
or opened. We hope. We know of nobody who has bailed out of an RV.
Electrical:
Do all the radios work on all the frequencies? Do all the avionics and electric instruments perform their
intended functions? Battery held down and vented? All lights functional? Ignition switch kills engine? (good ground
connections?) Is it mounted securely and is the wiring behind adequately protected and separated behind the panel?
Fasteners:
Cowling, inspection plates, and hatches: All fasteners in place?
PREPARATION AND INSPECTION OF THE ENGINE
Engine Operation:
With the cowling removed, look the engine compartment over. Look for possible chafing of wir-
ing, hoses, fuel, and oil lines. Secure all wiring and lines that need to be kept away from exhaust pipes. Disconnect
the fuel line at the carburetor and perform a volume test on the electric boost pump. Pump fuel into a measured con-
tainer and keep track of the time. The boost pump should supply enough fuel to keep the engine running at full power
if the engine driven pump fails. Reinstall and double check the fuel line when you’re done.
Operate the engine briefly through full power (not more than 30 seconds or as permitted by the engine manufacturer)
to assure yourself that the acceleration and power is there.
Make a magneto check for both mags. Momentarily switch the ignition switch off (at idle rpm) to be sure the magneto
ground connections are good and the engine will stop.
If necessary, adjust the idle rpm to that recommended for your engine. You don't want it to quit on throttling it back for
landing. On the other hand, if the idle is too high, you may not be able to reduce the rpm enough to land.
When shutting the engine down with the mixture control, you should get a slight rise in rpm as the mixture control is
moved to idle cut-off. Otherwise, the mixture should be readjusted.
If the engine exhibits fluctuating fuel pressure, excessively high oil temperatures, or cylinder head temperatures during
ground operations, do not attempt to fly without correcting the problem. They will only become worse with the high
power settings, and the relatively low speeds encountered during take-off and climb.
Finally, with the cowling and propeller spinner reinstalled, make a full power check to be sure the engine will acceler-
ate and run smoothly at full power. Keep the airplane pointed into the wind to take advantage of the cooling air. Of
course, the airplane should be chocked. It wouldn't hurt to tie it down during ground engine operations.
NOTE:
Builders with a new or newly overhauled engine face a dilemma. A newly overhauled engine with chromed
cylinders, or a new engine, must be broken in properly. The engine needs to be operated for several hours at high
power or the piston rings will never seat. Unfortunately, this means that the engine temperatures during initial ground
operation will be critical, and often the engine operations must be severely limited.
This usually precludes prolonged taxi testing and high-speed runway tests. Such a limitation, unfortunately, coupled
with an untested airplane, creates a problem. It's ironic but this is a situation that gives all the initial advantages to the
builder who has had to install a used engine in his airplane without overhauling it. He may not have a fresh overhaul,
but neither does he have to worry about break-in problems. In addition, he can, ordinarily, perform all the taxi tests he
SECTION 15 FINAL INSPECTION AND FLIGHT TEST
RV AIRCRAFT
15-4
SEC 15r8 12/23/10
feels he needs, concentrating on testing the airplane rather than the engine.
An untested engine in an untested airplane doubles the potential for the unexpected happening. You must, whatever
the status of your engine, operate it in strict conformance with the manufacturer's recommendations. Doing other-
wise could result in serious engine damage, or at the very least, will cause it to burn a lot of oil because the rings
failed to seat.
When engine break-in is a concern, perform flight testing without the wheel fairings and gear leg fairings. This will
add around 15% to the airframe drag and thus cause higher engine temperatures at any given forward speed. Higher
cylinder head temperatures, within limits, are necessary for seating piston rings (breaking in).
Is the carb heat connected and functioning properly? With the engine running and warm, application of carburetor
heat should cause a definite drop in rpm.
INSPECTION (INTROSPECTION?) AND PREPARATION OF THE PILOT
Selecting the Test Pilot
: Ideally, the amateur-builder should be competent in aircraft of the same general configura-
tion and performance as that being tested. Often, though, the expense and time of building an airplane cuts into the
money and time needed to maintain pilot competence and currency. These factors should be carefully and dispas-
sionately considered when selecting a test pilot.
A test pilot should have at least the following qualifications:
x
Be physically fit. Test flying an aircraft is a stressful and strenuous occupation.
x
No alcohol or drugs in the system
x
Rated, current, and competent in the same category and class aircraft .
x
Current medical, flight review, and paperwork.
The test pilot should:
x
Be familiar with the airport and nearby emergency fields
x
Fly an airplane with similar characteristics. For example, if your airplane has a short low wing, take dual instruc-
tion in a similar type-certificated aircraft such as a Grumman Yankee. If you are testing a tail wheel airplane, in-
struction in a Citabria or Decathlon is recommended. A pilot is competent when he or she can demonstrate a
high level of skill in all planned test maneuvers.
x
Study the emergency procedures for the test aircraft and practice them in a similar airplane.
x
Have at least an hour of practice in recovery from unusual attitudes within 30 days of the flight test.
x
Learn everything possible about the performance and flight characteristics of the test aircraft. Read the manu-
facturer's or designer's instructions, articles by builders, watch videos, etc.
x
Review the FAA/NTSB/EAA accident reports for the test aircraft.
x
Should not undertake a test flight unless he is mentally and physically in tune. While no one should pilot any
airplane when suffering from mental or physical stress, this is particularly true for test flying. Even a slight anxiety
which might be overlooked for routine flying, should be reason to postpone test flying
x
Become very familiar and comfortable with his working environment; the aircraft's cockpit. The pilot should
spend as much time sitting in the cockpit as is necessary to become comfortable. Cushions should be selected
which can be used along with a parachute to provide maximum comfort under the circumstances. All controls
should be operated repeatedly to become familiar with their positions and functions. This includes engine con-
trols as well as primary flight controls.
Beginning in 1995, RV Transition Flight Training was made available through an affiliate of Van’s Aircraft Inc. Using
RV-7 and RV-6A aircraft on loan from Van’s, flight instructor Mike Seager has been providing transition flight training
from his base at the Vernonia, Oregon airport. In addition, Mr. Seager has also provided this service at other loca-
tions in conjunction with trips to major fly-ins such as Sun’n Fun and Oshkosh. Customer satisfaction with this training
has been unanimous. The results: more confident, competent pilots flying better test programs, lower insurance pre-
miums, and very likely, fewer bent airplanes. Check our web site for other transition training instructors.
After the pilot feels that he is sufficiently familiar with the cockpit and controls, he should enlist someone's aid to help
him conduct “blindfold” cockpit testing. Just as the name implies, this is done by covering the eyes of the pilot and
having him carry out commands issued by an assistant. He should be able to select and operate all controls by posi-
tion only; without visual reference. This testing should include emergency procedures such as loss of power and
canopy ejection. Instinctively knowing the locations of everything in the cockpit will not only prepare the pilot for
emergencies, but will prepare him to do routine flying with more accuracy, thoroughness, and confidence. (Rumors
have it that spending time sitting the cockpit of unfinished airplanes is a pastime enjoyed by many builders. We un-
derstand that in some instances, this pastime is enriched by the would-be test pilot making engine sounds, and
