Page 11 - Volume 20 Number 9

e Flights By LeRoy Cook
switches and wiring could have been moved, removed or wrongly reconnected. Does everything work normally? Better to catch it on the ground than in-flight. When the engines are started, take note of the starting sequences and temperature indications, and the battery and generator indications, for any abnormalities.
The Proving Flight
As power is applied for the takeoff run, see if both engines have similar responses, with the usual amount of trim and rigging irregularity. Takeoff acceleration needs to reflect power being developed and brake freedom; you may not normally gauge time on the roll or speed achieved by distance consumed, but this takeoff would be a good time to do that.
Sounds and feels are subjective test-pilot evaluations as we unstick and climb out, even to the smells coming from the environmental ductwork. You know your aircraft, so listen to what it has to say. Gear and flaps should cycle in the usual number of seconds, climb and acceleration rates should be normal, and trim should respond as usual. Hold off on the autopilot engagement until you manually check pitch and roll stability, and verify yaw response before you turn on the yaw damper.
Is the cabin pressure and temperature holding as it should, with no extra outflow noises and vents working normally? Is power responding as usual as altitude increases, windows staying clear, all engine parameters as expected? Engage autopilot modes incrementally; first switch on yaw damping, then turn on basic roll control to see if it works before using pitch hold, then altitude preselect, and finally nav tracking.
SEPTEMBER 2016
At level off, acceleration should be in line with previous observations, given the load and ISA; noise perception should be normal, fuel flows as expected. Stay close to the maintenance base until you’re satisfied that there are no glitches. Ask ATC for some maneuvering space if you need to cycle systems or check handling. Make notes of the stabilized performance and engine indications, as well as the day’s air conditions.
Finally, ask yourself, does this aircraft meet my expectations for a passenger-carrying trip across hostile terrain? Am I feeling or observing anything out of the ordinary that needs further attention? A descent for a non- passenger landing is a good time to see how the navigation and flight control systems handle a fully-coupled approach, despite the visual conditions; don’t waste the opportunity. Test your finely- tuned precision landing ability, apply maximum braking to see if it works, and note the fuel and engine readings at shutdown.
You are a vital part of the main- tenance team. Hopefully, your re- port to the shop is that all went well, with no residual write-ups. But don’t just say it was “A-ok”; give them some specific feedback, as they may have requested. How good did the engines run after their work, what was the time to climb, what did the environmental system do? Rather than send the plane back with complaints, give them some facts to work with.
The first flight after a main- tenance visit needs to be conducted differently than a routine company trip. It’s an opportunity to contribute your skill•s as a pilot, and to act as the final inspector for the work that was done. T&T
TWIN & TURBINE • 9
c