Test Schedule For Initial Approval of 3-Axis Aircraft Aw - 058a - 1 - 3-Axis - Test - Schedule BMAA

FLIGHT TEST SCHEDULE BMAA/AW/058a
Test schedule for initial approval of 3-axis aircraft
The intention of this schedule is to provide a framework for the determining of compliance with BCAR Section S for 3-
axis microlight aircraft. For initial approval, it will be necessary to include the tests in the appendices to show full
compliance.
First flight of a new aircraft
The first flight of a prototype should be flown by the test pilot alone. This flight should be a “shakedown” flight,
ideally flown solo, and confined to general handling only and to establish the correct functioning of the engine and
systems, and basic FCMC checks. CG should be at mid position and the take-off weight should be less than MTOW.
This flight should be followed by a detailed inspection of the engine and airframe.
Subsequent flights
The second flight should establish ASI calibration data (using form BMAA/AW043), if required, and should be flown
at a similar CG and weight to the first flight. Basic stability and control should be examined.
When the test pilot is satisfied that the aircraft is ready, he will proceed to the airworthiness test schedule below. This
summarises the requirements, the test conditions, and the test results required.
General
The order of tests may be re-arranged at the discretion of the project test pilot.
Where the schedule calls for MTOW, this means a weight throughout of no less than 95% of the MTOW (i.e.430kg for
aircraft of 450kg MTOW).
If any item is noted as being ‘UNSAT’ (unsatisfactory), please expand on why and how this might be addressed
separately.
Report separately any unusual flying characteristics observed during any phase of any of the following tests.
S251. Each part of the aircraft must be free from excessive vibration at all speeds up to at least VDF. In addition, there
must be no buffeting, in any normal flight conditions, severe enough to interfere with the satisfactory control of the
aircraft, cause excessive fatigue to the crew, or result in structural damage. Stall warning buffeting is allowable.
Report all such instances of the above separately.
CG Range: Note that for new aircraft designs, the designer will have calculated the expected CG range over which the
aircraft may be safely operated. This will need to be checked in flight test, slowly expanding the ‘known good’ CG
range until either the design range is reached or stability/control problems are encountered. This is likely to require
temporary ballast.
Note: ‘CR config’ = cruise configuration (i.e. flaps in en-route setting), ‘LD config’ = landing configuration (i.e. flaps
in landing position), ‘TO config’ = take-off configuration (i.e. flaps in take-off position).
The following items are contained in the appendices:
A – take-off and landing performance

B – determination of best climb and glide speeds
C – determination of operating speeds
D – spin testing
BMAA/AW/058a Issue 1 (May 07) Page 1 of 20

Section 1 – General data
Completion of the entire Schedule will require several flights performed in sequence. This page is therefore intended to
be copied and a separate page used for each flight.
Flight/sortie number: Aircraft reg:
Flight date: Aircraft type:
Airfield: Elevation:
Pilot: Observer:
Start: Take-Off:
Shutdown: Land:
Total: Total Flt:
Weather conditions:
Wind: Surface OAT:
QNH: QFE:
Cloud: Visibility:
Other observations pertinent to test:
Loading:
Forward CG Mass Arm Moment
Basic aircraft
Pilot
Observer
Fuel
Ballast (if req’d)
Total:
Changes Made from last flight:
Authorised by:
Tests covered in this sortie:

Section 2 – Pre-flight & ground test
Check permit to test (AW/029) is authorised and expires: Date: / / .
S1581. Operator’s Handbook: (note: may be in draft form at this stage)
Information in handbook: SAT/UNSAT
S777. Controls:
Controls must be located to provide convenient operation and to prevent confusion and inadvertent operation.
Controls must be located and arranged so that the pilot, when strapped in, has full and unrestricted movement of each
control without interference from either his clothing or from the cockpit structure (includes adjustment of seat/rudder
pedals).
Throttle lever(s), flap controls, trim controls and canopy jettison must be accessible from each pilot’s seat.
Secondary controls must maintain any desired position without requiring constant attention by the pilot and must not
tend to creep under loads or vibration.
Controls must be strong enough to withstand operating loads without failure or excessive deflection.
Flying Controls: Engine Controls:

Elevator/Stabilator: SAT/UNSAT Throttle: SAT/UNSAT
Ailerons: SAT/UNSAT Mixture: SAT/UNSAT
Rudder: SAT/UNSAT Choke: SAT/UNSAT
Flaps: SAT/UNSAT Fuel Cock: SAT/UNSAT
Pitch Trim: SAT/UNSAT Fuel Booster Pump: SAT/UNSAT
Other:__________ SAT/UNSAT Prop Pitch control: SAT/UNSAT
Equipment:
Item Requirement
Safety harness (S785) Harness must safely retain the pilot in his initial position under flight and SAT/UNSAT
emergency loads
Canopy/door Opening system must be simple and easy to operate, function rapidly and SAT/UNSAT
fastening/locking (S807) be able to be operated by each occupant when strapped in, and also from
outside
Switches (S777, S1541) Must be reachable in flight. Must be placarded with function. Must be SAT/UNSAT
orientated ‘down’ for ‘off’. Associated equipment must operate correctly.
Instruments (S1321) Check instruments against list in draft MAAN (list any differences). SAT/UNSAT
Check all operating correctly. Check limitations marked on (if
appropriate). Check each instrument is usable/visible when strapped in.
Fuel gauge Check that there is a fuel quantity indicator for each fuel tank visible when SAT/UNSAT
(S1305/S1557) strapped in.
Fuel shut-off valve Fuel valve must be accessible to the pilot in flight and when strapped in. SAT/UNSAT
(S995)
Controls (S1555) Check all controls (other than primary controls) are clearly marked as to SAT/UNSAT
function and method of operation.
Visibility (S773) Check for adequate visibility out of cockpit. SAT/UNSAT
Comment upon ease of entry/egress from cockpit, particularly regarding emergencies (S807):
Engine run:
Run up engine on the ground as appropriate (use engine manual for guidance).
Note that the engine must remain within the specified limits during all likely operating conditions (S1011/S1041).
Item
Check engine parameters as expected for engine type/configuration: SAT/UNSAT
Propeller pitch:
Maximum static rpm:
Ignition check: Initial rpm:
Mag drop L:
Mag drop R:

Section 3 – Taxying
Item Requirement
Taxying (S233) Adequate control SAT/UNSAT
Any tendency to ground loop? (If ‘YES’, please comment separately) YES/NO
Operating data (S1585) Operator’s Handbook for taxi wind limits appropriate? SAT/UNSAT
Establish turning circle if required for Operator’s Handbook.
Section 4 – Take-off
To be assessed at MTOW.
Item Requirement
Take-off (S51/S143) Demonstrate safely controllable and manoeuvrable. SAT/UNSAT
S1585 Is advice in Operator’s Manual (take-off distance/technique) appropriate? SAT/UNSAT
Clean (no-flap) take-off. Trim position:
Unstick IAS:
Flapped take-off Trim position:
Unstick IAS:
Comment on behaviour:
Item Requirement
Take-off in crosswind Demonstrate safely controllable and manoeuvrable. SAT/UNSAT
(S235)
Flap position:
Trim position:
Unstick IAS:
Runway QDM:
Wind strength/direction:
S1585 Is advice in Operator’s Manual (crosswind speed/technique) appropriate? SAT/UNSAT
[Note that for initial compliance, take-off performance must be measured – see Appendix A]

Section 5 – Climb
S1585. Climb performance information may already be established. If not, sawtooth climbs in accordance with
Appendix B may be performed to determine best climb speed.
S65. Climb rate (performance climb).

Conditions: Set 1013mb, MTOW, cruise flap, climb at best climb speed
Record altitude at time zero and then at each 30 second interval (alternatively record time at each 500’ interval)
A/c weight: kg
Climb speed used: IAS
Minutes Altitude Altitude OAT

(2nd if rq’d)
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
Climb rate vs altitude can be plotted to establish sea-level climb rate (note that this data will be analysed
thoroughly in the Tech Office, therefore fully corrected results need not be established here).
Note that OAT may be assumed to reduce at 2°C per 1000ft, from +15°C at sea-level.
Note engine parameters during climb. Engine limits must not be exceeded in first four minutes of the climb.
Stop climb if engine limits are reached.
Engine parameters satisfactory during climb? SAT/UNSAT

(S1011/1041)

Section 6 – General manoeuvres
S143. During the following manoeuvres, and when transiting from one to another, the aircraft must be safely
controllable. It must be possible to transit from one manoeuvre to another (including turns and slips) with no more than
average skill, alertness or strength (see below), without exceeding the limit load factor (generally +4g, -2g), with the
engine at all power settings and during sudden engine failure. Check all control axes.
S171. Check that the aircraft shows suitable stability and control ‘feel’ throughout the manoeuvres:
To be assessed at both forward and aft cg positions:

Condition Controllable during Satisfactory transition
this phase? to any other condition?
Take-off at max take-off power SAT/UNSAT SAT/UNSAT
Climb SAT/UNSAT SAT/UNSAT
Level flight SAT/UNSAT SAT/UNSAT
Turns up to bank angle limit SAT/UNSAT SAT/UNSAT
Descent SAT/UNSAT SAT/UNSAT
Landing power on SAT/UNSAT SAT/UNSAT
Landing power off SAT/UNSAT SAT/UNSAT
Sudden engine failure SAT/UNSAT SAT/UNSAT
Flight in rain SAT/UNSAT SAT/UNSAT
If control forces seem marginal at any flight phase, record forces separately (the following table indicates maximum
values).
Pitch, Roll, Yaw, Flaps/landing
daN daN daN gear, etc
Temporary application 20 10 40 10
Prolonged application 2 1.5 10
Comment separately if any unusual characteristics are noted whilst flying in rain, or whether visibility along flight path
during normal flight and landing are impaired during rain (S773).
Section 7 – Descent
S1585. Glide performance information may already be established. If not, sawtooth glides in accordance with
Appendix B may be performed to determine best glide speed.
S71. Glide rate.

Conditions: MTOW, cruise flap, en-route trim condition, engine idle, best glide speed
Record altitude at time zero and then after a set altitude loss (alternatively record altitude loss over a set time)
Note that the VSI is not generally accurate enough, although it’s reading should be noted to give a feel for
instrument accuracy.
A/c weight: kg
Glide speed used: IAS
Time Altitude Altitude VSI

(2nd if rq’d) indication
0

Section 8 – Stalls
S201. Wings level stall

Stalling will be investigated at minimum and maximum AUW over the declared CG range for the weight conditions.
Maximum weight FWD Cg and light weight AFT should suffice.
a) Straight and level trimmed to 1.4VS1 (trimmer to remain at this position during testing), reduce speed at 1kt/s;
record speed when a/c pitches down (or pitches and rolls). If no pitch brake occurs pull to control stops, hold for 2
seconds then record speed. Check roll and yaw correct sense up to the point of stall. Repeat this test for engine idle
and maximum continuous power and at all mass & CG and flap combinations.
b) Record any tendency to roll during the stall; must be possible to limit roll to 20 degrees using controls.
c) Record altitude loss for stall recovery (and note type of recovery used: ‘standard stall recovery’ or ‘pitch only
recovery’)
Note – The aircraft may be difficult to put into a stall with maximum continuous power (MCP) selected. It is
permissible to reduce the power to 75%MCP. State in the FTR if this is used. As the aircraft will not have been spun at
this stage, the TP may consider it prudent to delay the high power stalls until after spinning has been completed.
S207. Recovery from the stall

a) Record the nature of the stall warning. If no perceivable warning (e.g. buffet, exceptionally high nose attitude, etc)
then: 1) Check roll can be corrected at stall speed with yaw control neutral; 2) Check no appreciable (<20 degrees)
of wing drop occurs with roll and yaw controls neutral.
b) If the wing drop criteria of (a) above was not meet then test for: 1) Distinctive stall warning in level and turning
flight; 2) Onset speed of warning: must be high enough to maintain control prior to stall but must not occur at
normal operating speeds. 3) Report the nature of the warning.
S1585. Operating data.

The loss of altitude from the beginning of a straight stall until regaining level flight, and the maximum pitch angle
below the horizon needs to be furnished.
Max Weight/ Forward CG

Test condition Test points Results
8.1 Engine idle Stall Warn …………IAS
Clean (No flaps) Stall …………IAS
Trim at 1.4VS1 Height Loss ………….ft
Decel 1kt per sec Roll greater than 20°? Yes/No
Pitch angle below horizon
Recovery control Sat/Unsat
Comment:

Flaps extended Stall …………IAS
Comment:
8.3 Max power Stall Warn …………IAS

Clean Stall …………IAS
Comment:
8.4 Max Power Stall Warn …………IAS

Comment:

Light Weight/ Aft CG
Clean (No flaps) Stall …………IAS
Comment:

Comment:
8.7 Max power Stall Warn …………IAS

Clean Stall …………IAS
Comment:
8.8 Max Power Stall Warn …………IAS

Comment:

S203. Turning Flight Stalls
a) Stall in 30 degree bank turn, record nature of recovery; must not roll more than 30 degrees into turn, 60 degrees
out, check for spinning tendencies. Test MCP and engine idle across mass/CG range. However, beware of spin
tendency – see Note above.
b) Record the altitude loss for turning stall recovery
Heavy/Fwd CG
Test condition Test point Results (left) Results (right)
8.9 Stall in 30° banked Warning ……………IAS ……………IAS
turn, left and right. Stall: ……………IAS ……………IAS
Engine at idle. Altitude Loss …………….ft …………….ft
Flap UP Not more that 30° into or Yes/No Yes/No
60° out of turn Yes/No Yes/No
Uncontrollable roll? Yes/No Yes/No
Spinning tendencies? Yes/No Yes/No
Flap Extended Not more that 30° into or Yes/No Yes/No
Engine at MCP Altitude Loss …………….ft …………….ft
Ensure recovery satisfactory- comment separately on any unsatisfactory tendencies.

Light/aft CG
Test condition Test point Results (left) Results (right)
Ensure recovery satisfactory- comment separately on any unsatisfactory tendencies.

Section 9 – Control
S145. Longitudinal control.

a) Check pitch authority at speed <1.3VS1 to ensure nose can be lowered promptly to restore 1.3VS1. Test at all power
and flap settings.
b) Check that the flap can be raised and lowered without requiring exceptional skill or exceeding the control forces
noted in Section 6 above, at all speeds from VS0 to VF.
c) Check pitch authority at VDF for forward and aft CG limits to ensure nose can be raised to reduce a/c velocity; this
needs to be tested at all permissible engine powers without exceeding VDF. (Note: build up to VDF incrementally)

9.1 Pitch authority at <1.3VS1 Speed used: IAS
Can nose be promptly lowered
to restore 1.3VS1?
No flap, MCP SAT/UNSAT
No flap, idle SAT/UNSAT
Full flap, MCP SAT/UNSAT
Full flap, idle SAT/UNSAT
9.2 Control forces when flaps Value Units Control
lowered VS0:
Max transient pitch forces:
Max untrimmable pitch forces:
VF:
Max transient pitch forces:
Max untrimmable pitch forces:
Flap control force within limits? SAT/UNSAT

9.3 Pitch authority at VDF. Speed achieved IAS
Idle SAT/UNSAT
MCP SAT/UNSAT
S147. Lateral and directional control

Roll control: Roll from 30 degrees left to right (and vice versa); time must be less than 5 seconds flying at 1.3VS1 and
at VNE and with flaps retracted and extended.
Check for uncontrollable rolling and/or uncommanded high roll rates during all roll tests.
Make sure uncommanded pitching can be controlled.

9.4 Roll control, 1.3VS1, flap Speed ……………………..IAS
retracted Roll from 30° to 30° Right Time: ………………secs
Roll from 30° to 30° Left Time: ………………secs
Any uncommanded roll? Yes/No
Pitch control adequate? Yes/No
9.5 Roll control, 1.3VS1, flap Speed ……………………..IAS
extended Roll from 30° to 30° Right Time: ………………secs
9.6 Roll control, VNE, flap retracted Speed ……………………..IAS
Roll from 30° to 30° Right Time: ………………secs
9.7 Roll control, VF, flap extended Speed ……………………..IAS
Roll from 30° to 30° Right Time: ………………secs

S155. Pitch control force in manoeuvres.
Check that pitch control forces during turns or recovering from manoeuvres result in an increase in load factor with an
increase in control force (at a constant speed).
This must not be less than 7daN to achieve proof loads (generally +4g, -2g), with flaps retracted at all speeds between
VA and VDF.
This is tested in a descending wind-up turn, increasing the pitch force whilst increasing bank angle and maintaining
speed. (Note: use an incremental build-up technique.)

9.8 Clean aircraft, VA Pitch force continuously Yes/no
increasing?
7daN achieved at: …………g
9.9 Clean aircraft, VNE Pitch force continuously Yes/no
increasing?
7daN achieved at: …………g
S161. Trim
The aircraft must be able to be trimmed between 1.3VS1 and 2.0VS1 at all engine powers and at the extreme cg positions.

9.10 Fwd CG, idle Trim speed max: ………..IAS
Trim speed min: ………..IAS
9.11 Fwd CG, MCP Trim speed max: ………..IAS
9.12 Aft CG, idle Trim speed max: ………..IAS
9.13 Aft CG, MCP Trim speed max: ………..IAS

Section 10 – Stability
S173/S175. Static longitudinal stability.

Record the pitch control force vs speed curve for the following conditions (record control force at approximately three
5kn intervals above and below the nominal speed, as appropriate).
1. 1.4VS1, maximum power climb, flaps in ‘climb’ position.
2. VH, flaps retracted.
3. VNE, flaps retracted.
4. Recommended approach speed, normal approach power, flaps in ‘land’ position.
5. Recommended approach speed, engine idle, flaps in ‘land’ position.
These plots will be required both at MTOW/fwd cg and light/aft cg.
Also ensure that the change in speed with control force is positive and stable (from above results) and ‘plainly
perceptible to the pilot’. If necessary comment on the appropriateness of the result in respect of the aircraft’s role:
MTOW/fwd Light/aft
10.1 1.4VS1, MCP climb, flaps Force vs speed plot positive and stable? Yes/No Yes/No
‘climb’ +15% speed, perceptible push force? Yes/No Yes/No
-15% speed, perceptible pull force? Yes/No Yes/No
10.2 VH, flaps retracted Force vs speed plot positive and stable? Yes/No Yes/No
+15% speed, perceptible push force? Yes/No Yes/No
10.3 VNE, flaps retracted Force vs speed plot positive and stable? Yes/No Yes/No
+15% speed, perceptible push force? Yes/No Yes/No
10.4 Approach speed, Force vs speed plot positive and stable? Yes/No Yes/No
approach power, flaps +15% speed, perceptible push force? Yes/No Yes/No
‘land’ -15% speed, perceptible pull force? Yes/No Yes/No
10.5 Approach speed, idle Force vs speed plot positive and stable? Yes/No Yes/No
power, flaps ‘land’ +15% speed, perceptible push force? Yes/No Yes/No
S173. Trim speed band.

Aircraft must return to with 10% of the trim speed after a pitch disturbance.

10.6 Trim for level flight, flaps Trim speed: ……………IAS
retracted Speed after pitch disturbance: ……………IAS
10.7 Trim for level flight, flaps Trim speed: ……………IAS
extended Speed after pitch disturbance: ……………IAS
S177. Lateral and directional stability.

With the aircraft straight and level, apply opposite roll and yaw. Check that side slip angle increases with increasing
control forces (it need not be a linear relationship, but must not reverse). This also implies that there should be a
tendency for the controls to return towards the central position when released.

Left Right
10.8 Cruise flight, apply Sideslip angle increases with increasing Yes/no Yes/no
roll and opposite yaw lateral control deflection?
10.9 Sideslip increases with increasing control Yes/no Yes/no
forces?
10.10 Any tendency for control forces to Yes/no Yes/no
reverse?
10.11 Controls tend towards centre when Yes/no Yes/no
released?

S181. Dynamic stability.
Short period oscillations must be heavily damped between VS0 and VDF with primary controls free and fixed and at all
allowable engine power settings.
Combined lateral-directional oscillations must be heavily damped between VS0 and VDF with primary controls free and
fixed and at all allowable engine power settings.

10.12 1.1VS0, MCP*, pitch doublets Stick fixed, heavily damped? Yes/no
Stick free, heavily damped? Yes/no
10.13 1.1VSO, idle, pitch doublets Stick fixed, heavily damped? Yes/no
10.14 VDF, MCP, pitch doublets Stick fixed, heavily damped? Yes/no
10.15 VDF, idle, pitch doublets Stick fixed, heavily damped? Yes/no
10.16 1.1VS0, MCP*, rudder doublets Stick fixed, heavily damped? Yes/no
10.17 1.1VSO, idle, rudder doublets Stick fixed, heavily damped? Yes/no
10.18 VDF, MCP, rudder doublets Stick fixed, heavily damped? Yes/no
10.19 VDF, idle, rudder doublets Stick fixed, heavily damped? Yes/no
*Note that it may not be possible to test these at MCP: power may be reduced down to 75% MCP if necessary, but this
should be recorded with the test results.
Section 11 – Landing
Item Requirement
Landing (S75/S143) Demonstrate safely controllable and manoeuvrable: Descent SAT/UNSAT
Landing power on SAT/UNSAT
Landing power off SAT/UNSAT
Sudden engine failure SAT/UNSAT
S1585 Is advice in Operator’s Manual (landing distance/technique) appropriate? SAT/UNSAT
Item Requirement
Landing in crosswind Demonstrate safely controllable and manoeuvrable. SAT/UNSAT
(S235)
Flap position:
Trim position:
Approach IAS:
Runway QDM:
Wind strength/direction:
S1585 Is advice in Operator’s Manual (crosswind speed/technique) appropriate? SAT/UNSAT
[Note that for initial compliance, landing performance must be measured – see Appendix A]

Section 12 – Flight test certificate
For initial certification a comprehensive Post Flight Report (PFR) will be required. For routine testing this may not be
necessary:
PFR Attached? YES/NO
Additionally, a report will be required documenting any of the following:

- Failures to comply
- Changes to design
- Major/minor recommendations for improvement
- Whether any aspect of the cockpit ergonomics results in the pilot requiring unreasonable concentration or
experiencing unreasonable fatigue
- Other design comment
- Recommendations/advice for inclusion in POH/AFM
Additional report attached? YES/NO
I certify that the Schedule has been completed and that the aircraft complies with BCAR Section S and is fit for the
award of a Permit to Fly.
Name:………………………… Signature:………………………………..
PPL Number: ……………….. Date: …………………………

Appendix A – Take-off and landing performance
Take-off and landing performance must be assessed at MTOW.
S 51. The takeoff distance at maximum weight from rest to attaining 15m (50ft) at a speed of not less than1.3VS1 or
VS1+10 kts (whichever is greater) must be determined when taking off from dry, level, short grass. (Mean of at least six
runs.)
S 75. The landing distance on a dry, level, short grass surface at maximum weight from a height of 15m (50ft) must be
determined for the recommended approach speed (which must not be lower than 1.3VS0 or VS0+10kt, whichever is
greater) at a power setting to be stated in the Operator’s Handbook.
Take Off
1 2 3 4 5 6
Time to unstick
IAS at unstuck
Time unstick to 15m
IAS at 15m
Wind strength and direction:
Runway used:
Method used for determining 15m:
Landing
1 2 3 4 5 6
Approach IAS
Time 15m to T/D
IAS at T/D
Time T/D to stop
Wind strength and direction:
Runway used:
Method used for determining 15m:
Note: the above method is the ‘standard’ method: other methods can be used but should be discussed with the Technical
Office first.

Appendix B – Determination of best climb and descent speeds
S1585. Operating data. The best-rate-of-climb speed must be furnished.
Sawtooth climbs should be flown to establish the best rate-of-climb speed:
Start altitude: ft
Finish altitude: ft
Observed
IAS Time RoC VSI
Best rate of climb (Vy) is declared as: IAS
S1585. Operating data. The height lost against ground distance covered, engine-off, in still air must be furnished..
In practice, the best glide speed needs to be established using sawtooth glides:
Start altitude: ft
Finish altitude: ft
Observed
IAS Time RoD VSI
Best glide speed is declared as: IAS

Appendix C – Determination of operating speeds
S1583/S1585. Operating limitations/operating data.
For initial certification, it will be necessary to determine the appropriate operating speeds. This appendix summarises
how these are derived (note that the designer will have calculated the design airspeeds noted in S335).
Minimum speeds
Determine stall speeds by flight test:
VS1 is the stall speed flaps retracted, MTOW, idle power VS1 =
VS0 is the stall speed flaps extended, MTOW, idle power VS0 =
VA is the design manoeuvre speed = VS1 x ¥Q1

By calculation:
VA =
(note that n1 generally = 4)
Maximum speeds
VD is the design diving speed will have been calculated by the designer VD =
But for compliance with S335c), VD>1.4 x VH
Where
VH is the maximum speed in level flight at MCP (determined in flight test). VH =
VDF is the maximum speed demonstrated in flight test, but must not be greater than VD. VDF =
By calculation:
VNE is the maximum operating ‘never exceed’ speed = 0.9 x VDF VNE =
Approach speed
This must be the approach speed used in determining the landing distance (S75), which must be at least as high as the
greater of 1.3 x VS0 or VS0+10kn. VAPP =

Appendix D – Spin assessment
S221. The aircraft must be able to recover from a one-turn erect spin or a 3 second erect spin, whichever takes longer,
in not more than one additional turn, with the controls used in the manner normally used for recovery. The recovery
must be demonstrated with flaps, airbrakes and undercarriage in any allowable position and without exceeding the pilot
effort limits for temporary application under S143 and the applicable airspeed and positive manoeuvring load factor
limitations. It must be impossible to obtain unrecoverable spins with any use of the controls. For the flaps and
airbrakes extended condtion(s), the flaps and airbrakes may be retracted during the recovery.
It may be possible to show compliance by equivalent level of safety analysis (comparison with existing
aircraft/models); however, should this not be the case, this appendix contains advice on an appropriate spinning grid
required to demonstrate compliance with S221.
General advice is given in TIL025. All spins must be initiated from 5,000ft agl or above and must be in clear air, not
above cloud and over open country. The pilot must be current in spinning practice and must wear a personal parachute
and a hard-shell helmet. A safety height by which the pilot will abandon the aircraft in a the event of a non-recoverable
spin must be established.
The aircraft must be fitted with a jettisonable canopy (or doors, as appropriate) to facilitate emergency abandonment.
Spinning matrix:
Configuration Turns Entry Mishandled spin Mishandled recovery

Spin Cg Flaps ¼-½ 1 2 Std Steep ½ in- ½ out- CR MCT Stick Full Full op
No turn spin spin pwr held pwr rudder
back held in
SP1 Fwd-mid-aft1 X X
SP5 Fwd-mid-aft1 X X X
SP6 Aft X X X
SP7 Aft X X X
SP8 Aft X X X
SP9 Aft X X X
SP10 Aft X X X
SP11 Aft X X X
SP12 Aft X X X
SP13 Aft X X X
SP14 Aft X X X
SP15 Aft X X
SP16 Aft T/O X X
SP17 Aft T/O X X
SP18 Aft T/O X X2 X
SP19 Aft T/O X X3 X
SP20 Aft Ldg X X
SP21 Aft Ldg X X
SP22 Aft Ldg X X2 X
SP23 Aft Ldg X X3 X
1. Spins 1-5 will first be carried out at forward cg, then mid cg then aft cg; if characteristics are satisfactory, the
programme will continue with remaining spins carried out at aft cg.
2. Spins 18 & 22 will be into the turn.
3. Spins 19 & 23 will be out of the turn.

Below is the list of spins as detailed above, but described verbally:
Fwd CG
1. Half turn, standard entry, idle power.

2. 1 turn, standard entry, idle.
3. 2 turns, standard entry, idle.
4. 1 turn, turning entry, idle.
5. 1 turn, turning entry, cruise power.
Spins 1 – 5 above are to be repeated at mid CG and aft CG. If satisfactory, the rest of the spin programme should be
carried out at aft CG.
Aft CG
6. 1 turn, standard entry, cruise power.

7. 1 turn, standard entry, full power.
8. 2 turns, standard entry, full power.
9. 1 turn, ½ outspin aileron entry, idle power.
10. 1 turn, ½ inspin aileron entry, idle power.
11. 2 turns, standard entry, idle, stick held back at recovery.
12. 2 turns, standard entry, idle, full opposite rudder during recovery.
13. 1 turn, standard entry, idle, full power applied during recovery.
14. 2 turns, turning entry, in-turn spin, cruise power.
15. 1 turn, turning entry, out-turn spin, cruise power.
Aft CG, flaps at take off position
16. 1 turn, standard entry, idle power.

17. 1 turn, turning entry, idle power.
18. 1 turn, turning entry, in-turn spin, full power.
19. 1 turn, turning entry, out-turn spin, full power.
Aft CG, flaps at landing position
20. 1 turn, standard entry, idle power.

21. 1 turn, turning entry, idle power.
22. 1 turn, turning entry, in-turn spin, full power.
23. 1 turn, turning entry, out-turn spin, full power.

Test Schedule For Initial Approval of 3-Axis Aircraft Aw - 058a - 1 - 3-Axis - Test - Schedule BMAA

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Test Schedule For Initial Approval of 3-Axis Aircraft Aw - 058a - 1 - 3-Axis - Test - Schedule BMAA

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FLIGHT TEST SCHEDULE BMAA/AW/058a

Test schedule for initial approval of 3-axis aircraft

First flight of a new aircraft

The following items are contained in the appendices:

A – take-off and landing performance

BMAA/AW/058a Issue 1 (May 07) Page 1 of 20

Flight/sortie number: Aircraft reg:

Flight date: Aircraft type:

Total: Total Flt:

Other observations pertinent to test:

Ballast (if req’d)

Changes Made from last flight:

Tests covered in this sortie:

BMAA/AW/058a Issue 1 (May 07) Page 2 of 20

Check permit to test (AW/029) is authorised and expires: Date: / / .

S1581. Operator’s Handbook: (note: may be in draft form at this stage)

Information in handbook: SAT/UNSAT

Flying Controls: Engine Controls:

BMAA/AW/058a Issue 1 (May 07) Page 3 of 20

BMAA/AW/058a Issue 1 (May 07) Page 4 of 20

S65. Climb rate (performance climb).

Minutes Altitude Altitude OAT

Engine parameters satisfactory during climb? SAT/UNSAT

BMAA/AW/058a Issue 1 (May 07) Page 5 of 20

To be assessed at both forward and aft cg positions:

S71. Glide rate.

Time Altitude Altitude VSI

BMAA/AW/058a Issue 1 (May 07) Page 6 of 20

S201. Wings level stall

S207. Recovery from the stall

S1585. Operating data.

Max Weight/ Forward CG

8.2 Engine idle Stall Warn …………IAS

8.3 Max power Stall Warn …………IAS

8.4 Max Power Stall Warn …………IAS

BMAA/AW/058a Issue 1 (May 07) Page 7 of 20

8.6 Engine idle Stall Warn …………IAS

8.7 Max power Stall Warn …………IAS

8.8 Max Power Stall Warn …………IAS

BMAA/AW/058a Issue 1 (May 07) Page 8 of 20

Ensure recovery satisfactory- comment separately on any unsatisfactory tendencies.

BMAA/AW/058a Issue 1 (May 07) Page 9 of 20

Ensure recovery satisfactory- comment separately on any unsatisfactory tendencies.

BMAA/AW/058a Issue 1 (May 07) Page 10 of 20

S145. Longitudinal control.

To be assessed at both forward and aft cg positions:

Flap control force within limits? SAT/UNSAT

S147. Lateral and directional control

To be assessed at both forward and aft cg positions:

BMAA/AW/058a Issue 1 (May 07) Page 11 of 20

To be assessed at both forward and aft cg positions:

Test condition Test points Results

BMAA/AW/058a Issue 1 (May 07) Page 12 of 20

S173/S175. Static longitudinal stability.

These plots will be required both at MTOW/fwd cg and light/aft cg.

S173. Trim speed band.

To be assessed at both forward and aft cg positions:

S177. Lateral and directional stability.

To be assessed at both forward and aft cg positions:

BMAA/AW/058a Issue 1 (May 07) Page 13 of 20

To be assessed at both forward and aft cg positions:

BMAA/AW/058a Issue 1 (May 07) Page 14 of 20