Introduction To

Flight Testing

by
Dr. Ralph D. Kimberlin
Professor

Reasons For Flight Testing

To
comply
Specifications,
Requirements

with
or

To develop Products
Safety
Research

Regulations,
Mission

FAA Regulations and Advisory Circulars

FIXED WING AIRCRAFT
Small Aircraft

FAR 23 & CAR 3

AC 23-8C

Transport Aircraft

FAR 25 & CAR 4B

AC 25-7A

ROTARY WING AIRCRAFT

Small Rotorcraft

FAR 27 & CAR 6

AC 27-1A

Transport Rotorcraft FAR 29 & CAR 7

AC 29-2A

ALL AIRCRAFT
Noise

FAR 36

FAA Regulations and Advisory Circulars

(Cont.)

AIRCRAFT ENGINES

FAR 33
AC 33-2A

PROPELLERS

FAR 35

Military Specifications
MIL-C-5011B

Performance Specification

MIL-F-8785D
Stability and Control
Specifications
MIL-1787
MIL-M-7700D

S&C For Fly-By-Wire

Handbook Specification

Requirements of the Contract

Order of Prototype Flight Testing

Shakedown Flights
Airspeed System Calibration
Stall Speed Measurement
Flight Envelope Expansion
(a) Airspeed and G
(b) Center of Gravity

Performance Measurements
Spins
High Speed Dives
Certification Testing

Suggested Order Of Certification Testing

Certification Flight Test Plan Approved
Applicant Flight Test Report Reviewed
TIA Issued
Conformity Inspection Performed
Familiarization Flights
Airspeed System Calibration Flights
Stall Speed Measurement Flights
Engine Cooling and other Engine Related
Flights
Performance Flights

Suggested Order of Certification Testing (Cont.)

Forward C.G. Stability and Control
Tests
Aft C.G. Stability and Control Tests
Spins
Dives to the Dive Speed
Special Tests
Performance
Noise
Avionics
Other Systems
Function and Reliability

Flight Test Instrumentation

TYPES OF INSTRUMENTS
1.
2.
3.
4.
5.
6.
7.

Air Data
Power
Acceleration
Fuel Flow and Fuel Consumed
Control Position and Force
Gyros, Attitude and Rate
Flow Angles (Alpha & Beta)

CALIBRATION REQUIREMENTS
1. All Calibrations Traceable to NBS
2. Zero Check each Flight
3. All Instruments Calibrated every 6 months
4. Critical Instruments Calibrated every 60 days
Maximum
Reference FAR 21.39 & ACs 23-8A, 25-7, 27-1 & 29-2A

Control of Aircraft Configuration and Loading

Aircraft Configuration Log

Aircraft Loading Log
Reasons for Controlling
Configuration and Loading
1. Knowing what was tested
2. Test Safety

Weight and Balance Terminology

Maximum Takeoff Weight or
Standard Weight (Ws)
Empty Weight (We)
Minimum Weight
Fuel Weight (Wf)
Test Weight (Wt)
Center of Gravity (C.G.)
Center of Gravity Range or Envelope
Moment
Mean Aerodynamic Chord (M.A.C.)

Other Weight and Balance Terms

Ramp Weight
Landing Weight
Maximum Zero Fuel Weight
Maximum Taxi Weight
Fleet Weights (Production)
Fleet Weights (Operations)
Datum
Arm

Empty Weight and C.G.

FAR 23.29 and 25.29
Empty Weight
(a) Must be determined by weighing with:
1. Fixed Ballast
2. Unusable Fuel
3. Full Operating Fluids (except water)

(b) Conditions must be well defined and easily repeatable.

Note: These requirements apply to the

determination of
the empty weight for
production aircraft before a
fleet weight is
established.

Development of the Weight and C.G. Envelope

Structural Envelope (Airframe Group
Responsibility)
Flight Test Envelope (Flight Test Responsibility)
Tolerances for Weight and Center of Gravity
During Flight Tests:
Weight Performance Testing +5% to -1%
Other Testing +5% to -10%
C.G.

+ or 7% of total travel

Note: FAR 25 contains extrapolation limits.

Aircraft Weighing
Ref: EA-AC 65-9A & AC 91-23A
METHODS FOR DETERMINING WEIGHT
(1) Actual Weighing (Required before start of
FAA
Flight Tests)
(2) Computation
(3) Computation based upon actual weighing

TYPES OF SCALES
(1) Platform
(2) Electronic

Weighing Techniques
Ref: EA-AC 65-9A & AC 91-23A
Leveling the Aircraft
Longitudinally
Laterally
Determining Tare Weight
Determining Weight and C.G.
Determining the Vertical and Lateral
C.G.

Significance Of Maximum and

Minimum Weight Requirements
From the Flight Test Standpoint the Maximum
Takeoff Weight is usually set by a
Performance Parameter.
However, even if Performance is adequate,
the Maximum Takeoff Weight cannot exceed
that Weight to Which the Aircrafts Structure
has been tested.
Minimum Weights obtained from their
possible combinations should be paid
particular attention.
Especially on STC
Programs, as the Additional Weight of the
Modification may not allow the modified
aircraft to meet the Regulation.

PA-32-301 SARATOGA

WEIGHT AND BALANCE

N22UT

Ballasting For Flight Tests

Selection of Ballast Types
(1) Solid Lead Bars, Shot Bags, Sandbags
(2) Liquid Water Tanks

Safety Considerations
(1) Provisions for Jettisoning
(a) Solid Shot Tanks
(b) Liquid Water Tanks

Methods to Simulate Vertical C.G.

(1) By Ballasting Ballast Boxes, Shot Tanks, Water
Tanks
(2) Calculation

Flight Cards
Are developed to be used to help the Pilot and Engineer
organize the flight efficiently, while collecting the
necessary data.
Are personalized for efficient use by the Test Pilot and
Flight Test Engineer
Should contain the following information:
1.
2.
3.
4.
5.
6.
7.
8.

Date
Type Aircraft
Tail or N Number
Flight Number
Configuration and Loading
Takeoff and Landing Times
Type of Test and Test Method Used
Trim Speed, Altitude and OAT

Flight Cards

(Cont.)

Flight Card Information Continued:

9. Position of Landing Gear and Flaps
10. Power Setting at Trim
11. Any Test Limitations
12. Test Specific Data
13. Comments about Specific Test or Data
Point
14. Names of Personnel involved in the Test

Flight Test Tolerances

References FAR 23.2lb and 25.21d
AC 23-8A, 25-7, 27-1, and 29-2A
Purpose To allow for variations in flight test
values from which data are acceptable for
reduction to the desired value
ITEM

TOLERANCE

Airspeed
Power
Wind (To
12% of

3 Kts or + or 3% whichever is greater

+ or 5%
& LDG) As low as possible but not to exceed
Vs1 or 10 Kts at 6 FT above the Runway

In certain instances the tolerances should be

less than is stated by the rule

Flight Test Tolerances (Cont.)

Tolerances are not to be used to
circumvent the regulation
Consult Advisory Circulars 238C, 25-7A, 27-1, and 29-2A for
Tolerance
Information
on
Specific Tests

Data Collection Methods

Stable Equilibrium
Non-Stable Equilibrium
Non-Equilibrium

Data Reduction Sequence

Correction for Instrument Error
Correct for Position Error (Air Data)
Correct for Non-Standard Conditions
Presentation in Standard Conditions
Expansion to Non-Standard
Conditions for Pilots Handbooks

The Atmosphere
Composition
(a) 21% Oxygen, 78% Nitrogen, 1% Other Gasses
(b) 0-4% Water Vapor in first 10 miles
Limits 400,000 Feet (NASA)
Standard Atmosphere
(a) Seasonal Changes
(b) Daily changes due to weather patterns
(c) Aircraft performance varies with changes in the
atmosphere
1962 Standard Atmosphere
(a) Assumptions Perfect Gas, Dry Air, Tropopause occurs at
36,089 Feet.
(b) Tables