Acceptance flight
Thread Starter
Joined: May 2003
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From: The Roman Empire
Acceptance flight
What is done in an acceptance flight?
Example: is it true that you turn off all bleeds at FL350 and verify the cabin rate does not exceed 2000 ft/min?
A detailed list and typical flight duration would be great (ideally, for a B737).
Thanks
Example: is it true that you turn off all bleeds at FL350 and verify the cabin rate does not exceed 2000 ft/min?
A detailed list and typical flight duration would be great (ideally, for a B737).
Thanks
Joined: Jul 2003
Posts: 1,323
Likes: 54
From: An Island Province
LEM Don’t think up things to do as they might be hazardous, talk to the manufacturer first. A reputable manufacturer will show you the production (or return to service) flight test results for that aircraft, or if not applicable, provide a general schedule for your guidance. In addition to choosing specific tests it is most important to have an understanding of how and where the test should be conducted.
My recommendation would be to fly the aircraft and operate the systems normally, if there is anything grossly wrong it will show up. If the flight is in conjunction with the manufacturer then use the flight time to enhance your knowledge of the aircraft and handling – perhaps exploring the boundaries of normal / non normal flight in a controlled environment – much better than the simulator.
My recommendation would be to fly the aircraft and operate the systems normally, if there is anything grossly wrong it will show up. If the flight is in conjunction with the manufacturer then use the flight time to enhance your knowledge of the aircraft and handling – perhaps exploring the boundaries of normal / non normal flight in a controlled environment – much better than the simulator.
Joined: Jul 1999
Posts: 352
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From: Europe
The acceptance test we carry out at my company is derived from the one provided by the manufacturer. Additional test requirements are then mandated by the NAA.
Without going too much into detail here are some of the items included in the test schedule.
-Packs off at altitude to check cabin rate and cabin alt warnings (horn, mask drop, etc.).
-Fuel pumps off at max gravity feed altitude.
-Engine shutdown and restart.
-Engine acceleration checks.
-Stall warning.
-Fuel jettison.
-Alternate gear extension.
-Overspeed warning at all configurations.
-GPWS test.
-Handling checks on single hydraulic system.
-APU start and operation at max altitudes.
Basically it is about checking that system operate normally at the limits of the normal operating envelope.
How long it takes depends to some extend on weather and traffic conditions.
3 hours seems to be the norm.
This is for a widebody twin.
Without going too much into detail here are some of the items included in the test schedule.
-Packs off at altitude to check cabin rate and cabin alt warnings (horn, mask drop, etc.).
-Fuel pumps off at max gravity feed altitude.
-Engine shutdown and restart.
-Engine acceleration checks.
-Stall warning.
-Fuel jettison.
-Alternate gear extension.
-Overspeed warning at all configurations.
-GPWS test.
-Handling checks on single hydraulic system.
-APU start and operation at max altitudes.
Basically it is about checking that system operate normally at the limits of the normal operating envelope.
How long it takes depends to some extend on weather and traffic conditions.
3 hours seems to be the norm.
This is for a widebody twin.
Joined: Jun 2004
Posts: 1,843
Likes: 0
From: Australia
LEM,
Clarence Oveur has given a pretty fair precis of the procedures. There's also a lot of performance oriented matters, a few examples -
(1) Fully developed stall,
(2) OEI ceiling in accordance with AFM data (engine shut down),
(3) OEI 2nd segment gradient (engine shut down), and yes,
(4) Packs OFF (after ensuring FULL serviceability of the oxygen system), PLUS
A massive amount of boring stuff, e.g. Auto-Pilot roll rates, Flap extension / retraction times, numerous engine readings for various weight, altitude, temperature combinations.
As alf5071h has pointed out with his usual well reasoned caution, don't go inventing new procedures! The manufacturer will provide a well prepared acceptance schedule, and merged with your own Regulatory Authority's requirements, becomes quite a long list of things to do. The last acceptance test schedule that I prepared was 32 pages, with the concurrance of the manufacturer and the regulatory authority.
(I don't think that Danny's band width generosity extends to a 32 page post!!).
Regards,
Old Smokey
Clarence Oveur has given a pretty fair precis of the procedures. There's also a lot of performance oriented matters, a few examples -
(1) Fully developed stall,
(2) OEI ceiling in accordance with AFM data (engine shut down),
(3) OEI 2nd segment gradient (engine shut down), and yes,
(4) Packs OFF (after ensuring FULL serviceability of the oxygen system), PLUS
A massive amount of boring stuff, e.g. Auto-Pilot roll rates, Flap extension / retraction times, numerous engine readings for various weight, altitude, temperature combinations.
As alf5071h has pointed out with his usual well reasoned caution, don't go inventing new procedures! The manufacturer will provide a well prepared acceptance schedule, and merged with your own Regulatory Authority's requirements, becomes quite a long list of things to do. The last acceptance test schedule that I prepared was 32 pages, with the concurrance of the manufacturer and the regulatory authority.
(I don't think that Danny's band width generosity extends to a 32 page post!!).
Regards,
Old Smokey
Joined: Nov 2006
Posts: 896
Likes: 2
From: SoCalif
Be prepared for the unexpected. I was aboard a 737 during acceptance fright after a C check at a LatAm carrier, and there were a few squawks, including pressurization. Upon touchdown, the whole panel lit up! It was due to an intermittently shorted (comprehensive) press-to-test function.
Oh, yeh, to be sure: Day VFR only.
GB
Oh, yeh, to be sure: Day VFR only.
GB
Joined: Jan 1999
Posts: 56
Likes: 0
From: Does not matter
For the A-320 it is about 125 pages long for the ground test and some 35 for the flight part. This last as already mentioned takes close to 3 hrs.
Packs off cabin climb rate at 7.7 psi can be around 400 ft/min, should be less than 850...
Brgds.
Manuel
Packs off cabin climb rate at 7.7 psi can be around 400 ft/min, should be less than 850...
Brgds.
Manuel
Joined: Feb 2005
Posts: 4,581
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From: flyover country USA
An item I have observed: LG, slat and flap extension/retraction times in various hydraulic configurations. If SER hardware was onboard there were unique tests for those systems.
We carried enough fuel to dispatch (ferry) to any domestic line station TBD upon successful checkout. If unsuccessful, and deemed beyond line maintenance capability, we returned to main base.
We carried enough fuel to dispatch (ferry) to any domestic line station TBD upon successful checkout. If unsuccessful, and deemed beyond line maintenance capability, we returned to main base.
Joined: May 2005
Posts: 271
Likes: 1
From: On a good day - at sea
What is done in an acceptance flight?
We had some pretty bad experiences following subcontracted heavy maint work (B744's)and developed our own flight test program for this purpose. Basically it was a factory acceptance test with some of our own stuff throw in and took 2 full days although the flying portion only took about 5 hrs. One thing you should keep in mind is are the crew qualified for that type of flying. Depressurizing, overspeed warning tests, IFSDs, etc are not for regular line guys. (One of 744's was at M.94 I believe when it was agreed the ovrspd warning wasn't working.) The insurance companies will raise caine if they find out. If you put the question to Airbus they'll agree. (Of course they'll offer to do it for you at a price you wouldn't believe.)
For a lease return or sublease acceptance flight read the contract first especially if your the lessor. These I find very interesting. Keep in mind that it's an in service aircraft with well maintained logs and a maint history that their inspectors have poured over for 5-6 weeks. A simple 1 hr flight to show it's fully functional should suffice. I've seen airlines request the full up factory test but the leasing return conditions usually specified much much less. The clincher when the shouting starts is "well if that's what the lawyers wanted then thats what they would have stated that explicitly in the contract just like they did with everything else." In the end we usually do a few extra tests just to smooth things over but it's a long long way from an factory acceptance test.
Joined: Nov 2003
Posts: 496
Likes: 12
From: UK
Hi LEM,
The only definite schedule for an acceptance fight is the one used when the aircraft leaves the factory. On the 737 this is D541A015 “Production Flight Test Procedures”. The leak check to which you refer Boeing will tell you is only valid for a new build aircraft so is “inappropriate” for an in-service aircraft. However many of the checks are equally valid for in-service as new build aircraft - but they don’t specify which.
Once the aircraft leaves the factory any formal airtesting is as required by the national authority. In the UK we used to have a continued airworthiness flight testing program but this has mostly gone since the formation of EASA (see other threads). After that you have either post maintenance check flights, which are as required by the AMM or Customer Demonstration/Acceptance Flights. These can be anything from a full-on production flight test to a simple take-off, climb to altitude, descend & land with no checks at all – It all depends upon what was specified in the lease contract. I know that the major leasing companies ask for a “2 hour demonstration flight” but they do not specify what is included. Part of the reason may be that not all airlines have crew who are able to conduct a full airtest.
Personally I always follow the UK CAA Check Flight Schedule. It includes the main checks that you need to see without being too pedantic. It is available at http://www.caa.co.uk/default.aspx?ca...97&pagetype=68
A 20 page amplified description of this for both the Classic & NG is available here. PM me if you need any more info and do not think about attempting this or any airtest without the proper training.
S&L
The only definite schedule for an acceptance fight is the one used when the aircraft leaves the factory. On the 737 this is D541A015 “Production Flight Test Procedures”. The leak check to which you refer Boeing will tell you is only valid for a new build aircraft so is “inappropriate” for an in-service aircraft. However many of the checks are equally valid for in-service as new build aircraft - but they don’t specify which.
Once the aircraft leaves the factory any formal airtesting is as required by the national authority. In the UK we used to have a continued airworthiness flight testing program but this has mostly gone since the formation of EASA (see other threads). After that you have either post maintenance check flights, which are as required by the AMM or Customer Demonstration/Acceptance Flights. These can be anything from a full-on production flight test to a simple take-off, climb to altitude, descend & land with no checks at all – It all depends upon what was specified in the lease contract. I know that the major leasing companies ask for a “2 hour demonstration flight” but they do not specify what is included. Part of the reason may be that not all airlines have crew who are able to conduct a full airtest.
Personally I always follow the UK CAA Check Flight Schedule. It includes the main checks that you need to see without being too pedantic. It is available at http://www.caa.co.uk/default.aspx?ca...97&pagetype=68
A 20 page amplified description of this for both the Classic & NG is available here. PM me if you need any more info and do not think about attempting this or any airtest without the proper training.
S&L
