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flight manual.
c. Each phase of the testing should be done
slowly, incrementally, with the same careful attention
to detail that should characterize all the flight
testing.
d. Increases in the aircraft weight should be
done in a series of steps. Usually, 20 percent increments
of the maximum payload (e.g., sandbags, lead
shot) are added in the aircraft to simulate passengers
or baggage weight. The pilot should carefully weigh
and secure the ballast. A new weight and balance
and CG location must be worked for each new
increase in weight. Stop testing when the aircraft’s
maximum gross weight is reached.
e. The testing up to this point has been done
at, or near, the forward CG limit. During these tests,
the CG should be slowly, but progressively, moved
aft between each test flight. Limit the change to the
CG range to about 20 percent of the range. Again
the pilot should weigh the ballast and work a new
weight and balance for each flight. With each CG
change the aircraft longitudinal static stability and
stall characteristics should be carefully evaluated by
using the same technique discussed earlier. Stop testing
when the designer’s or kit manufacturer’s aft CG
limit is reached.
f. If the aircraft develops either a neutral or
negative longitudinal stability problem, or the aircraft
displays unsatisfactory stall characteristics at
any CG location being tested, STOP FURTHER
TESTING!!
g. These tests should confirm the designer’s
aft CG limit or establish the last satisfactory aft CG
location. If the aft CG range is not satisfactory, consult
with the kit manufacturer, aircraft designer, or
a flight test engineering consultant.
h. The pilot should avoid the temptation to
take a live ballast weight up for a ride 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. It is a sure sign the pilot has become complacent
and sloppy in his flight test program.
(3) The pilot will be breaking a contract
(Operating Limitations) with the U.S. Government,
which is known not to look kindly on such matters.
i. Pilots should ensure that the added ballast
weight in the cockpit is secured. A seat belt over
some sand bags will not stop the weight from shifting
and getting loose in a cockpit. The last thing a test
pilot needs is a 20-pound lead-shot bag free in the
cockpit during a climb test, a landing, or a spin. Tie
each weight down individually, and cover all the
weights with a cargo net.
j. Ensure the ropes/nets and airframe attach
points are strong enough to take the added load.
Make sure the passenger seat can take that much
localized weight safely.
k. The maximum gross weight test results
should be recorded in the flight manual. If there are
any changes to the stall speed initially marked on
the airspeed indicator, it should be changed to reflect
the aircraft stall speed at maximum gross weight.
58
AC 90-89A 5/24/95
SECTION 2. SERVICE CEILING TESTS
‘‘Man is made for error; it enters his mind naturally and he discovers a few truths only with the greatest
effort.’’ Frederick the Great
1. OBJECTIVE. To determine the highest altitude
at which an aircraft can continue to climb at
100 feet per minute (Service Ceiling).
a. Pilots who wish to determine the actual
service ceiling of their aircraft are offered the following
suggestions:
(1) Ask the local Flight Standards District
Office (FSDO) to amend the Operating Limitations
to permit a climb to the aircraft’s service ceiling,
if that altitude is above 18,000 feet.
(2) Contact the local Flight Service Station
(FSS) or ATC facility, and reserve a time and airspace
to make the test.
(3) Install a transponder (reference FAR
§ 91.215) or get a waiver.
(4) Install a portable oxygen bottle, if plans
are to go above 12,000 feet. (Recommend the pilot
becomes familiar with the symptoms and cures of
hypoxia and hyperventilation.)
(5) Review the engine manufacturer’s mixture
leaning procedures.
(6) Maintain communications with an air
traffic facility at all times.
b. The climb to the aircraft service ceiling
should be made in a series of step climbs during
which engine performance, temperatures and pressures
are recorded. At the slightest indication of
engine performance or aircraft control problems, the
pilot should terminate the test and return to the airport.
59
5/24/95 AC 90-89A
SECTION 3. NAVIGATION, FUEL CONSUMPTION, AND NIGHT FLYING
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