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made several times in opposite headings for each
of the selected airspeeds the pilot wants to check.
Such accuracy test runs should start at the lowest
safe airspeed and work up to cruise speed using 10
mph/knot increments.
d. Most errors will be found at the low end
of the speed range due to the angle of the pitot mast
to the relative wind and/or the location of the static
ports. Recently, amateur-builders have been using
Global Positioning Satellite (GPS) hand held receivers
to check airspeed accuracy.
NOTE: Flight testing of all amateur-built
aircraft is restricted to a flight test area. If
a pilot must run additional tests on the aircraft
that require more airspace, he should
notify the FAA District Office that issued
the aircraft’s operating limitations and
request a change to those limitations. If a
pilot is found to be operating an EXPERIMENTAL
AIRCRAFT in violation of the
aircraft’s Operating Limitations, the FAA
may take certificate action.
e. If the aircraft has retractable gear or flaps,
test the accuracy of the airspeed indicator with the
gear/flaps up and down.
f. Record all the data in order to prepare an
airspeed calibration table for the flight manual.
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AC 90-89A 5/24/95
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5/24/95 AC 90-89A
CHAPTER 5. EXPANDING THE ENVELOPE
‘‘Checklist! Checklist!! Checklist!!!’’ Jim Byers, Flight Instructor/Examiner
SECTION 1. GENERAL
1. OBJECTIVE. To move from a known flight
environment to an unknown flight environment using
a series of planned and carefully executed steps.
a. Before beginning the next series of test
flights, it is highly recommended that the aircraft
undergo a ‘‘Condition Annual’’ inspection as identified
in the FAA Operation Limitation the amateurbuilder
received with the special airworthiness certificate.
It is strongly recommended that the builder
and/or pilot TAKE THE TIME to inspect the aircraft
because within the previous 10 hours, the aircraft
has been subjected to what can be referred to as a
‘‘shakedown cruise.’’
b. During the inspection, check the TORQUE
(paint marks) on the engine mounts, propeller bolts,
and landing gear. Double check the flight control
hinges and rod end bearings for attachment and play.
Check all cable installations, cable tension, and control
travel in addition to completing all the standard
inspection and maintenance items. This inspection
also should include checking the oil and fuel filters
for metal or other forms of contamination.
c. Even if there have been no indications of
CO contamination, perform another carbon monoxide
(CO) test using the floodlight procedure (see
chapter 1, section 7) or an industrial CO test meter.
There is a strong possibility that operational vibration
and landing stresses may have opened new paths for
CO to enter the cockpit.
SECTION 2. HOURS 11 THROUGH 20
‘‘Fly Scared!’’ Admiral Jack Ready, U.S.N.
1. OBJECTIVE. To focus the next 10 hours of
flight testing on the following: stall speed, best rate
of climb speed, best angle of climb speed, and slow
flight. It is recommended that stall speed tests be
conducted with the aircraft’s fuel tanks full. (CG).
a. As with any unknown, approach slowly,
incrementally, and follow the FLIGHT TEST PLAN.
To improve safety and reduce the possibility of spins,
the aircraft should be tested with a forward CG loading.
Start the stall tests at 6,000 AGL. Make clearing
turns and stabilize the airspeed and altitude. The first
full stall should be conducted with power off, no
flaps, and gear-up if applicable. After clearing the
area, reduce the airspeed to 1.3 times the predicted
stall speed and trim. (NOTE: Do not trim within 10
knots of stall.)
NOTE: Some clean, high performance aircraft
may not have any noticeable pre-stall
buffet. The actual stall may be abrupt and
violent with a large amount of wing or nose
drop.
b. The preferred pre-stall and stall behavior
is an unmistakable warning buffet starting lightly
about 5 to 10 mph/knots above the eventual stall
speed, growing in intensity as the aircraft slows
down.
c. The desired stall characteristics should be
a straight forward nose drop with no tendency for
roll or pitch-up. This docile and forgiving behavior
implies a stall that has started at the wing root and
progressed smoothly outboard. This gives an early
warning to the pilot in the form of the buffet from
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