Flight Test cards

[yankee-flyer]

Has anybody REALLY tried to observe and write down all the information required for the flight test cards while trying to retain control of a relatively unfamiliar aircraft and maintain a watch for other traffic? I think I'm a reasonably competent pilot, but I'm not a graduate of a Test Pilot School!!
What happens if you don't return the PAP data cards to Van's or if they aren't 100% filled out? Do they repossess your airplane? Does it lose its ELSA certificate?

Personally, I'm MUCH more interested in flying the aircraft safely for the first few hours than I am sitting heads-down in the cockpit, solo, watching a still unfamiliar electronic panel, trying to punch the right buttons to call up the display with the required info, and then writing it down legibly in the small blocks required.

Wayne, who's way too old for all this

[ErichKeane]

I believe you have to have those cards filled out in order to get out of Phase I. If you need more than 5 hours, then so be it.

I would suggest seeing if you could get someone on the ground to read off the questions and and write down the answers! Alternatively, you could just say the results as you fly, and write them down afterward.

[JohnF]

My FAA operating limitations say nothing about test cards. I only have to operate in phase 1 for 5 hours and make the required entry in the log book if everything is 'OK' - there is nothing about Van's test cards.

[Tony_T]

...to do this. The climb data is the hardest to document by hand. You need to write down Zulu times starting and finishing each 2000 foot altitude block and also the OAT at the middle of each block. HOWEVER, you can get all of this data by downloading the Dynon data log after each flight. Just write down the Zulu time beginning the climb so that you can find it in the data log later. There is a lot of stuff recorded in the data log but if you are willing spend a little time at the computer after the flight, you can fly the tests with a minimum amount of distraction flying the airplane.

I believe Van's considers deciphering the data logs to be worthwhile experience since they have you download and archive them after each test card.

The same holds true for the speed boxes. And, if you have the autopilot, you can just dial in the courses in the Heading Mode and let the autopilot hold the altitude while you watch for traffic and enjoy the ride . I think they intended the autopilot option for us old guys . Just remember to jot down the Zulu time before starting each block so you can find the data in the log. Then get the data from the data log after the flight.

Of course, you have to do all the stalls and other air work, but it's pretty easy to record the needed data on your clip board after each of these manuevers.

I interpreted the Operating Limitations to mean that I had to finish the Flight Test cards before making the required statement in the aircraft log book no matter how many hours it takes. Otherwise, I did not feel that I could certify in the log book that "the aircraft is controllable throughout its normal range of speeds and throughout all maneuvers to be executed, has no hazardous operation characteristics or design features, and is safe for operation."

I was in no hurry to fly off the cards. I wanted to take my time with the new plane and I determined in advance that each of the 5 cards would take me more than 1 hour. Not being a test pilot either, I set goals for each flight that I could attain.

I found that flying the test cards gave me a very good indoctrination in flying this aircraft as just about every flight situation is addressed, at safe altitude. My test card data are not perfect, but I did them to the best of my ability, and I felt secure that I had done a good Phase 1 when I signed off the log book.

Tony

[JohnF]

There have been literally thousands and thousands of E-AB planes - including around 6,000 of Van's designs - that were entered into Phase II operation after making that exact same log entry - all without 'benefit' of any test cards. Why would it be different now?

[Tony_T]

Originally Posted by JohnF

There have been literally thousands and thousands of E-AB planes - including around 6,000 of Van's designs - that were entered into Phase II operation after making that exact same log entry - all without 'benefit' of any test cards. Why would it be different now?

No different, I guess. The test cards are just an organized way to do the manuevers and execute the speeds, etc. I have never certified an experimental before, and not being trained as a test pilot I would have been at a loss to develop some sort of a test procedure before making the log book entry. The test cards make it easy, seems to me.

Tony

[Mich48041]

My friend flew the first flight of his plane. Then he asked another very qualified pilot to do the flight testing while my friend stood on the ground with a hand held radio and recorded all of the data. The pilot read the instrument data as requested by my friend. They completed all of the flight testing in 4 hours. The job is easier with two people. The person on the ground calls out the maneuvers. The pilot flies the plane. The pilot's work load is easier if he lets the Dynon record the data. Like many tasks, there is more than one to accomplish the flight testing.
Joe

[dick seiders]

I have 30 hrs and still haven't completed all the test cards. I am not in a hurry as the FAA said 25 hrs in my case to satisfy the time required. They didn't say doodle about the PAP. Yes, it's near impossible to record all required and safely FLY THE AIRPLANE so I will do it in my time required whatever that is. I have purchased a notebook however, so that as Tony said let the Dynon do the work.
Dick Seiders

[Peterk]

Just out of curiousity, why would you not want to find edges of the envelope for your particular airplane? All factory manufactured airplanes go through a card test for this very reason. Even Lockheed test flies everything they do to an F-16. How nice to know exactly what airspeed and configuration your plane will fall out of the air. Recording the info should be the least concern. Do it the way Tony says.

[yankee-flyer]

isn't a problem. I've done that with every airplane I've flown. Checking all that in the first 5 -10 hours while learning a new airplane AND new systems does appear to be a problem. If Van's doesn't really want you to do all that in the first 5 flights, that's fine, but I wish they'd say so. If they're willing to wait a couple of months for their info, that's differetnt, but that's not what the PAP implies.

Wayne