Amateur-built and experimental aircraft - Australian Transport Safety ...

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flew more or much more than usual. Interestingly, 50 of 276 flew less or much less time (18.1 per cent). In relation to reasons for flying less time, unfinished work may limit the amount of time available for the builder to fly. Alternatively, the person outlays money to complete the aircraft and has no money left for flying. Tasks such as rigging, weighing and balancing the aircraft, preparing paperwork for certification, calibrating fuel systems and instruments, and liaising with relevant authorities take up time (Wanttaja, 2006). 3.6 Test flight Figure 73: Amount of flying performed in the three months prior to the maiden flight Test flights represent the culmination of many hours of work. It is a time when the aircraft is completely assembled and ready for its first and subsequent flights. The event is usually associated with some degree of anticipation. The first flight is referred to as the maiden flight, and the subsequent period of testing before an aircraft is given a certificate of airworthiness or special certificate, is called phase one. This is at least 25 hours in length, and may be 40 or more hours for aircraft with non-certified aircraft engines, or significant modifications. An authorised person from the SAAA or a CASA inspector determines the amount of time to be flown. Under the ABAA, first of type aircraft were test flown by the regulator. Subsequently, an aircraft built under ABAA could be test flown by the builder. Under the current experimental legislation, test flights can be carried out by the builder or another person nominated by the builder. Test flights can be associated with a number of first-time experiences including unusual smells and possible false alarms. It is a period when ABE accidents have occurred overseas (Wantajja, 2008), and in Australia. 44 Accidents during test flights are not limited to ABE aircraft. The 2009 fatal F-22 Raptor accident during a test flight (Cole, 2009), and two accidents during test flights of the Cessna 162 Skycatcher (Flight Global, 2009) demonstrate this problem in certifying production aircraft. Detailed preparation is needed and this must cover such things as system checks, taxi tests, maiden flight, testing of pitot-static systems, stall and spin testing, general performance, and engine run-up and cooling post flight (Askue, 1992; FAA, 1995). 44 For example, the Lancair VH-CIV in 2006 (200206005), and Rutan VH-EZK in 1979 (197901423). - 78 -
Based on the assumption that build resources may not necessarily directly relate to test flight resources, survey respondents were asked to rate test flight resources. In addition, they were given an opportunity to comment on the flight testing period, including whether they would do anything different in hindsight. Builders may choose to have someone else conduct the maiden flight or other parts of phase one for a range of reasons. By examining how builders use different types of pilots during flight tests, some insight is gained into their risk assessments and decisions. This section is structured in the following way: • rating of test flight resources • who performed maiden and phase one test flying • if the builder would change anything in relation to test flight • expectations about aircraft performance. General rating of test flight resources In general, most people had adequate, very adequate or excellent access to test flight resources. A very small proportion of people had less than adequate access and inadequate access to test flight resources. The proportion of people who did not have adequate access to build and test flight resources is similar. Figure 74: General rating of test flight resources The importance of different types of test flight resources were rated by respondents. The mean rating (from 1 least important to 5 most important) is presented in Figure 75. On average, respondents indicated that aircraft associations and aircraft builders were the most important test flight resources, followed by manufacturer and LAMEs. Internet user groups and the regulator were given the lowest mean ratings. The details of the responses to these resources are described below. - 79 -
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ATSB TRANSPORT SAFETY REPORT Aviati
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Published by: Australian Transport
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3.2.6 Type of flying performed in A
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THE AUSTRALIAN TRANSPORT SAFETY BUR
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- viii -
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GAS General Aviation Survey GAAS Ge
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Collectively, these aircraft are ca
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Figure 4: A SeaRey amphibious aircr
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comparison to ABE aircraft. 4 For e
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picture of why people built aircraf
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the Australian civil aircraft regis
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Figure 11: Amateur Built Aircraft A
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One of the great sticking points fo
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Committee (the Committee); committe
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The variety of aircraft administere
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1.6 Aims 1.7 Scope The aims of this
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18 per cent of aircraft did not fly
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Maintenance, cost, age and comments
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It is not always clear if stall spe
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Page 44 and 45: 3.2 Respondents 3.2.1 Age The ABE a
Page 46 and 47: Figure 18: Type of flying performed
Page 48 and 49: Three survey respondents reported f
Page 50 and 51: 3.2.6 Type of flying performed in A
Page 52 and 53: there are sufficient numbers on the
Page 54 and 55: Year of design The year of design,
Page 56 and 57: Source: Falco Builders Newsletter D
Page 58 and 59: Figure 34: Aircraft flight rules Ci
Page 60 and 61: the wing loading. In this instance,
Page 62 and 63: Figure 38: Aircraft airframe hours
Page 64 and 65: Figure 39: Build and operating cert
Page 66 and 67: Figure 41: Rating of personal satis
Page 68 and 69: In relation to ability to customise
Page 70 and 71: Figure 46: Rating of the ability to
Page 72 and 73: Figure 48: Number of aircraft built
Page 74 and 75: According to build hours data for a
Page 76 and 77: Table 6: Aircraft modifications wit
Page 78 and 79: engine, fuel system, avionics, hydr
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Page 82 and 83: associated with building an aircraf
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Page 86 and 87: Figure 68: Rating of other aircraft
Page 88 and 89: Figure 71: Rating of regulator as a
Page 92 and 93: Figure 75: Mean rating of test flig
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Page 96 and 97: another pilot, 46 of 268 used a qua
Page 98 and 99: Emergency procedures. Two people ma
Page 100 and 101: 3.7 Aircraft building cost Total ai
Page 102 and 103: Figure 87: Nice-to-have documents o
Page 104 and 105: Where people undertook transition t
Page 106 and 107: Table 8: Private versus all other s
Page 108 and 109: Table 13: Transition training by se
Page 110 and 111: must be endorsed under CAO 40.1.0 t
Page 112 and 113: 3.9.5 When transition training was
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Page 118 and 119: Figure 98: Engine maintenance multi
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Page 122 and 123: About half the respondents spent be
Page 124 and 125: Cessna Aircraft Company. (2009). Sk
Page 126 and 127: National Transport Safety Bureau. (
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Page 138 and 139: APPENDIX C: TABLES OF RESPONSES Bui
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Table 27: Maiden flight by transiti
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Amateur-built and experimental airc
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