May 2010 covers_Covers.qxd - World Airnews

ties, stability and control, ergonomics and
aircraft systems, among a vast range of
subject matter.
The flight test team, pilot and engineer,
are taught the task of opening up and
expanding the flight envelope of the air
vehicle under test.
Test pilots are taught the various flight
test techniques to measure and assess the
performance and stability and control;
they are taught the how to analyse the
data gathered during the flight, and most
importantly, what the data means, not
only to the flying qualities of the aircraft,
but the engineering input for any retrospective
modifications required to comply
with specifications.
Most of all, it enables the test pilot to
identify areas in flight dynamics that pose
hazardous challenges to safe mission
accomplishment.
In effect, the test pilots are taught to
“know what it is they don’t know” and
how to evaluate an aircraft safely from
first principles, if necessary.
Risk management lies at the heart of all
test pilot training, more specifically, the
ability to understand the risks imposed by
the particular test being conducted versus
the skills of the test pilot.
Obviously, test pilots and flight test engineers
are taught what processes, procedures
and flight test techniques to apply
to mitigate risk in the test programme.
MINIMUM QUALIFICATIONS
What are the minimum entry qualifications
to enter such a school? By way of
an example, the South African Air Force
typically requires the following minimum
experience:
n An above average flying assessment.
n A medical category of G1K1A1.
n A minimum of 1 500 hours as pilot in
command.
n A current Instrument Rating.
n He/she must have completed at least
one operational squadron tour other than
an instructional tour, or a line tour in an
airline operation.
n Satisfy a selection board of his/her suitability
for test flying duties.
n Meet the academic entrance criteria for
one of the recognised test pilot schools.
The desired minimum academic
qualification is a BSc degree, although
each country has the prerogative to send
pilots without tertiary qualifications on
the proviso that they can meet the
minimum academic standards in mathematics,
science and physics.
During the intensive course, the aspirant
26 WORLD AIRNEWS, MAY 2010.
Class I and Class II Test Pilot
Ratings have been dispensed
by the South African Civil
Aviation Authority without the
requirement for demonstrating
flight test competency,
knowledge or experience.
test pilot, besides overcoming a huge mass
of theoretical training, will fly in excess of
20 different aircraft types, covering the entire
range of aircraft categories viz from low
to high speed, 100 knots single engine light
sport aircraft to Mach 2 military fighters,
from gliders to four engined Boeings or Airbus
and even the odd helicopter thrown in
for fixed wing pilots; all this equivalent to
approximately 120 hours.
The bane of the test pilot of course is
the administrative load on flight testing.
For every one hour flight testing, approximately
six to eight hours are required for
data reduction and report writing followed
by debriefing or oral presentation.
For certification as an experimental/
research test pilot, the incumbent must
have graduated from a test pilot’s course
at one of the Society of Experimental
Test Pilots (SETP) recognised test pilot
schools.
EXPERIMENTAL TEST PILOTS
Experimental test pilots in South Africa
have mostly proceeded through the South
African Air Force, although Denel Aviation
sponsored the training of some flight test
personnel several years ago.
Approximately 50 South African experimental
flight test personnel, test pilots
and flight test engineers, have been
trained since 1970 and even today the exorbitant
costs (approximately R8-million)
influence the rate of training of test crews
within the SAAF.
Only one test crew, a test pilot plus a
flight test engineer, is trained every
second to third year as a function of the
SAAF’s flight test requirements and
acquisition programmes. Such training
alternates between fixed wing and rotary
wing.
Today, in South Africa, there are approximately
nine fixed wing and five rotary
wing experimental test pilots actively
involved with development programmes
within the SAAF and the industry, mostly
Denel Aviation and ATE.
There are 18 internationally-certified
flight test engineers providing flight test
support services.
SAFETY NET FAILURE
Getting back to the Sling accident: So,
where did the safety net fail the Sling
team? It could be argued that firstly, the
SACAA’s creation of a Class II test pilot’s
rating with associated freedoms given to
an inexperienced pilot, was contributory.
The pilots assumed that since they
were essentially “legal” and being in possession
of the SACAA’s so-called “test
pilot’s rating”, they could lawfully conduct
envelope expansion testing. An entry into
one’s logbook without demonstration of
competency does not constitute understanding,
experience or skill, certainly not
in hazardous flight testing.
Next, the safety net that would have existed
had the team made use of experimental
test pilots and flight test engineers, and
presented their test plan to a specialist
Safety Review Board, which is universal best
practice, was not in place. It was a case of
the blind leading the blind under the mantle
of Non-Type Certificated Aircraft (NTCA)
testing which, in itself, poses a risk to life
and property due to such reduced oversight
standards for non-type certification.
The reality is that NTCA cannot be absolved
by any manufacturer from due diligence
and the SACAA cannot sit back and
use the excuse of non-type certified aircraft
not requiring comprehensive SACAA
regulatory oversight.
CONCLUSION
There is no doubt that South Africa’s flight
testing standards in general aviation have
been eroded by lack of oversight and
training, with pilots going “out on the
limb” under the misapprehension that
they are “perfectly legal”.
The SACAA regulations governing test
pilot rating approvals are well documented,
but are not strictly applied, nor
is adequate training oversight applied to
ensure minimum safety levels.
What to do about it though, is the question?
Much to the chagrin of general aviation
pilots, if one wants to do it
professionally, there will be no other way
than through the SACAA.
Prudence requires that the SACAA review
all approved test pilot ratings for
compliance with regulations and institute
a review of the regulations to upgrade the
“minimum practical and theoretical standards”
for all approved test pilot ratings.
Failure by the SACAA to intervene in the
regulation of flight testing standards at all
levels will bring general aviation safety
and flight testing in South Africa into
further disrepute. Q