PPRuNe Forums - Aircraft Acceptance Test Flight

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Aircraft Acceptance Test Flight

Dear Learned Aviators,

I have not the chance to take delivery of any aircraft. But I am so curious as to the process and the list of test they go through when taking delivery of an aircraft.

Would anyone be kind enough to share with me the documents or checklist that the aircrew go through for the acceptance test of the aircraft, be it from factory or another airline, be it Boeing or Airbus.

Many thanks and much appreciated.

I would think acceptance tests and procedures are likely to vary with both the aircraft type and the customer.

Agree 100% they will be variable.

I believe the accident report into the XL Airways Airbus accident (on such a test) goes into some detail about the procedures they were using.

I'll note that one of the findings was that such tests should not be approached in a 'cavalier' fashion, and indeed the OEMs and authorities have both been taking actions to try to plug the observed 'safety gap'. (Which is one reason OEMs are reluctant to have such procedures "floating around the internet" where they could be picked up and misused out of their proper context.)

From the BEA report ...

Quote:

There is a great diversity in the description made by operators of non-revenue flights, in the context that they establish for the preparation and execution of these flights, and in the selection and training of pilots. This diversity, along with the almost total absence of any indications or standards on non-revenue flights, can also lead to more or less improvising the performance of tests or to performing tests or checks in inappropriate parts of airspace and/or during flight phases with a high workload.
Consequently, the BEA recommends:

That EASA detail in the EU-OPS the various types of non-revenue flights that an operator from a EU state is authorised to perform,
That EASA require that non-revenue flights be described precisely in the approved parts of the operations manual, this description specifically determining their preparation, programme and operational framework as well as the qualifications and training of crews,
That as a temporary measure, EASA require that such flights be subject to an authorisation, or a declaration by the operator, on a case-by-case basis.

As stated above, it will vary between types and airlines. Procedures will also vary according to aircraft status - acceptance check for transfering an aircraft that has flown a week ago to a new airline checks does not require as detailed check as acceptance flight after C or D check. Some test flight items are also prescribed by maintenance after replacing of critical parts - flight controls, etc..

I agree that checklists shouldn't be in public domain, since test flights are far from normal line operations and some a bit too eager pilots could get the wrong idea...

Should you be involved in flight testing in the future, your company will provide you with the flight test checklist well in advance, so you have time to prepare. Perhaps you'll receive even dedicated training, ideally in a simulator.

I hear you all.

Though I have learned that airbus typically test the Alpha Floor, Overspeed amongst other protections as well as the systems; eg pressurization/depressurization (for the oxygen masks). These tests can also be learned from other channels and Airbus pilots know these protections.

As you have mentioned for test/acceptance flights there is a predicated checklist for them to follow, be it accepting the aircraft from Toulouse or from another airline and they have specific personal and expertise to sit in for these flights. Normal line pilots will never have a chance to see what they do though nor have the chance to perform them. Line pilots fly and ensure the safety of line flights.

Thanks for the inputs and views.

Having done hundreds of acceptance tests, and written the procedures for several models, I can say that they generally match the maintenance manual flight test procedures and measurements. Sometimes a new aircraft is held to a somewhat higher standard than the maintenance manual, but generall there has been pressure to make sure the numbers are the same (for several reasons including the basic question: whay is a field aircraft allowed a poorer performance?)

Look to the flight teat and ground test procedures outlined in the flight test guide or maintenance manual as the best approximation of the quality standard to which a new aircraft is held.
Most of the operators I have flown with use the same guides.