Return to service flight best practice

[Stephen]

Greetings gentlemen! I have my F coming out of a fairly heavy maintenance session and would like to get your collective guidance on things you would do, check etc on a return to service flight. For context, I  had : 

a new yoke shaft installed, CIES fuel sending units installed, EDM 900 installed, shoulder harness installed, landing gear re shimmed to avoid a castle nut to landing gear tube clearance issue (see separate post on this issue), VSI replaced, VOR removed, strike finder head removed, old Shaden FF removed, old JPI CHT/EGT removed, ADF head and controller removed. MP/FP gauge removed  and tach removed. Wiring harnesses (as applicable) were not removed, but wires were capped.  No antennas were removed. Whew, I think that about covers it. Obviously triple check the work of the mechanics. The tanks have been filled (for EDM calibration) and leak checked and drained to flush already. The gear have been swung post shim adjustment.  I am planning on reweighing the plane due to so many in/outs of gear. Beyond that, what would you guys do to "T" up a safe and successful return to service sequence? 

Thanks in advance!   Stephen

[Guest]

Step one take it back and have the job finished, leaving dead wires and antennas behind is wrong.

Take the shop owner or director of maintenance on the test flight.

Clarence

[cbarry]

Another item to check:   Confirm control shaft clearance (both sides) behind the instrument panel making sure it's free and correct.

[Stephen]

1 hour ago, M20Doc said:

Step one take it back and have the job finished, leaving dead wires and antennas behind is wrong.

Take the shop owner or director of maintenance on the test flight.

Clarence

Great thoughts so far, keep em coming! I am taking notes.

A point of clarification. The instrument removal is on me the shop didn't do those; plan was to get it flying again and save up some additional AMU for an AI upgrade and take it to an avionics shop to have pilot side panel re-done (since the EDM as a primary created lots of "holes" in the panel due to redundant / old instrument removal and the AI I am looking at is also certified as primary and will create yet more). I could have my shop do it; they offered, my thinking was that the avionics types (different airport/state may be better qualified and faster to do a general back of panel wiring cleanup including dissecting out the old harnesses and antenna removal.  The shop did remove all the old EDM harness, just not the other avionics which I removed.  All that said, if this is "stinkin thinking" I want to identify that and be safe. 

HYETT, good call there; I have already asked a high time mooney experienced CFI to do the RTS flight. In my opinion, I only have about 10 or so hours in the plane and don't yet have the experiential depth in the aircraft to be the best choice to do it... still working on landings etc. 

[carusoam]

Stephen,

go ahead and post pictures of the new panel...

I missed something about where your display of Vs and lightening strikes is going.

Best regards,

-a-

[Mooneymite]

They April 13 issue of Mastery Flight Training had a great rundown on this subject you can download.

http://www.mastery-flight-training.comI

f you don't  subscribe to Tom Turner's newsletter, you should consider it.  A very good, insightful newsletter, even if he is a Beech guy.

[Marauder]

Andrew has posted a pretty comprehensive list. You may find that the shop won't or can't fly it. If you are forced into being the test pilot, these are the things I would do;

 

> Read all POHs or other manuals for anything they installed. Make sure you know how they work before trying to figure them out in the plane or in flight.

> I would inspect everything they worked on carefully to make sure all of the changes and additions are installed correctly and the way you wanted them done.

> Do the most thorough pre-flight you ever have done. And I mean thorough. Since they messed with the control yokes, have someone sit in the plane and manipulate the controls to make sure everything is moving correctly. You'll do the same in your run up but this time look for the binding or interference cbarry mentioned.

> During the pre-takeoff checks and runup, if anything doesn't look right, take it back. Nothing worse than trying to troubleshoot a problem in the air.

> Mentally prepare yourself for the takeoff to be aborted. On that takeoff roll, something doesn't look or feel right, abort.

> As Andrew suggests, put together a test plan for the stuff they worked on and also check to make sure everything else in the plane is working correctly.

 

And to echo Clarence's comments, WTF would they not remove the excess wiring and antennas? It's extra weight, drag and poor workmanship. Maybe you made the decision to save some money but I can tell you, if the plane is worked on again, it will be more expensive as the next work will involve figuring out what everything is in there for.

 

 

Sent from my iPad using Tapatalk Pro

 

[MB65E]

I think your someplace between hyetts an marauder views . That said,  I would try hard and find somebody to do the flying. Being "forced" to do the flight is silly, but if it something you feel you can do... You already have the right mindset by asking questions. Look for a cotter key on everything. I would run it for 15 min or so, Go thru the entire checklist as you were to take off. Then shut down. All of this with the cowling off, look at every system firewall forward.   Then Bring a fellow tech or pilot to look at everything. Build a few flight cards for each item that work was done. Look them up online there are several neat examples. You will be amped up and  emotionally involved. The cards helps keep an objective for the flight. I think there will be mutiple flights involved. That's s lot of work. Stay close to the airport orbit at >3500ft. I haven't seen yet where you are from, I'd offer to at least look at it for you.  Take some detailed pics and post here. You will get many comments if things are not exactly as they should be. 

You'll be glad to have your machine back!!

-Matt

[Stephen]

1 hour ago, carusoam said:

Stephen,

go ahead and post pictures of the new panel...

I missed something about where your display of Vs and lightening strikes is going.

Best regards,

-a-

Hi -A-, I removed the Strikefinder head, tray and ultimately will delete the antenna and harness due to having stratus/XM weather and to start de-bloating the airframe. She has a pretty thick empty weight and I am trying to trim it back down. 

[gsxrpilot]

I agree with both @Hyett6420 and @Marauder, but I much prefer to do the flight myself. Of course, I have quite a few hours in the plane and would rather be the one flying to make sure everything is right.  

I'm planning just such a flight in the next month or so when my plane is back from major work. I intend first to take it up solo and just fly it around the pattern to make sure it will fly.  Then on a second flight, I'll take a pilot friend along to ride right seat and fly, while I test all the new avionics and electronics. I want to be able to be head down in the UserGuides, instructions, etc. if I need to while figuring out all the new stuff. And thus the need for a right seater.

[Marauder]

Hi Andy, I removed the Strikefinder head, tray and ultimately will delete the antenna and harness due to having stratus/XM weather and to start de-bloating the airframe. She has a pretty thick empty weight and I am trying to trim it back down. 

Transformations are always fun to watch. Keep us posted.


Sent from my iPhone using Tapatalk Pro

[orionflt]

1 hour ago, Stephen said:

Great thoughts so far, keep em coming! I am taking notes.

A point of clarification. The instrument removal is on me the shop didn't do those; plan was to get it flying again and save up some additional AMU for an AI upgrade and take it to an avionics shop to have pilot side panel re-done (since the EDM as a primary created lots of "holes" in the panel due to redundant / old instrument removal and the AI I am looking at is also certified as primary and will create yet more). I could have my shop do it; they offered, my thinking was that the avionics types (different airport/state may be better qualified and faster to do a general back of panel wiring cleanup including dissecting out the old harnesses and antenna removal.  The shop did remove all the old EDM harness, just not the other avionics which I removed.  All that said, if this is "stinkin thinking" I want to identify that and be safe. 

HYETT, good call there; I have already asked a high time mooney experienced CFI to do the RTS flight. In my opinion, I only have about 10 or so hours in the plane and don't yet have the experiential depth in the aircraft to be the best choice to do it... still working on landings etc. 

good move, I recommend after he does the initial test flight for airworthiness issues you jump in and take a look at everything else. it is hard to fly and test everything at the same time, while one of you is flying the other one is testing. just remember that you each have a job, don't have both of you fixated on trying to get something working or testing.... that is when accidents happen.

Brian

[Stephen]

32 minutes ago, MB65E said:

I haven't seen yet where you are from, I'd offer to at least look at it for you.  Take some detailed pics and post here. You will get many comments if things are not exactly as they should be. 

You'll be glad to have your machine back!!

-Matt

Thanks Matt I'm at KROG in NW Arkansas. Thank for the advice. 

[Stephen]

33 minutes ago, gsxrpilot said:

I agree with both @Hyett6420 and @Marauder, but I much prefer to do the flight myself. Of course, I have quite a few hours in the plane and would rather be the one flying to make sure everything is right.  

 

I 1000 % agree with doing it personally; I just do not thing my game is at the level to handle an emergency compared to Dan, the advanced CFI at Summit Aviation at KVBT. I have reached out to him but have not heard back. I might need to find another person but Dan is one of the only significantly Mooney experienced CFI's in the area that I have been able to find. I'll keep pinging him and look for other options. The shop are all A&P's, no pilots so they can't do their own RTS or believe me they would be.  

[gsxrpilot]

1 minute ago, Stephen said:

I 1000 % agree with doing it personally; I just do not thing my game is at the level to handle an emergency compared to Dan, the advanced CFI at Summit Aviation at KVBT. I have reached out to him but have not heard back. I might need to find another person but Dan is one of the only significantly Mooney experienced CFI's here for whatever reason. I'll keep pinging him and look for other options. The shop are all A&P's, no pilots so they can't do their own RTS or believe me they would be.  

This is one good thing about using Don Maxwell's shop. Don test flies the airplane himself after service. And he's flown hundreds of Mooneys and will know immediately if something isn't absolutely correct.  He'll pick up on little things like rigging or instruments off just a little.

[Mooneymite]

For those who can't find Tom's article, here it is pasted.  (Sorry for the length, but it's good.)  This is from:  ©2009-2017 MASTERY FLIGHT TRAINING, INC. ALL RIGHTS RESERVED.  Tom allows re-printing as long as the source is acknowledged.

http://www.mastery-flight-training.com/20170413-flying-lessons.pdf

Your Post-Maintenance Acceptance Flight

The annual is endorsed, repairs are complete, the modification is installed, the restoration is done ...whatever the reason your airplane was in the shop, but it’s all buttoned up now and ready to fly. Or is it?

Any time an airplane has been opened up for inspection, maintenance or repair, the possibility exists that in the process of making all the wrong things right, some right things were made wrong. There may be a few things out of place. Mechanics and inspectors are professionals, and I don’t doubt their professionalism. But like pilots, mechanics are people too, subject to the same human factors and just as likely to make mistakes.

I’ve picked up airplanes from very reputable shops, and even accompanied customers accepting aircraft brand new from the factory, only to discover an oversight that affects the safety of flight. Returning an airplane to service is a team effort, and as pilots we need to accept at least some of the responsibility to determine an airplane is ready to fly when it comes out of the shop. Here are some considerations for self-defense when making the first flight after an inspection, maintenance, modification, restoration or repair (IMMRR) event:

1. PAPERWORK

ARROW. Airworthiness Certificate, Registration, Radio Station License (only if a U.S.- registered airplane is to be flown outside the United States), Operating Limitations, and Weight and Balance/Equipment List. All these things need to be in a U.S.-registered airplane.

Logbook Entry. The airplane logs need to have a signed statement listing all the work that was done, engine items in the engine log(s) and everything else in the airframe log. Even if the logbooks won’t be carried in the airplane (not required in the U.S.), the pilot is still responsible if he/she flies the airplane without the proper endorsements. Yellow tags, Form 337 (Alterations paperwork), and all Supplemental Type Certificate (STC) paperwork must be in the logbooks. The common shop practice of “I’ll mail you a logbook sticker” doesn’t cut it; ask them to print and sign the sticker and give it to you so you’re certain it has been endorsed, if the logbooks aren’t handy.

Return to Service statement. If the work performed requires a logbook endorsement stating “the airplane be returned to service as airworthy,” that signed logbook entry must appear in the books. Note that even if a mechanic or other authorized person has made this endorsement, it’s still very likely that you as pilot are making the very first flight (and sometimes, even the first engine start) of that aircraft after the work was complete. You are the test pilot.

You are performing the only aerial quality control check of the work performed.

2. AIRWORTHINESS CHECK Inspect the airplane like your life depends on it…because that’s exactly what you are trying to protect. Budget at least an hour to look over a complex airplane, maybe a little less time if it’s a simpler type. The more of the work you did yourself, the more time you need to look at the airplane—confirmation bias will make you tend to see what you expect to see, or what you want to see, not necessarily what is really in front of you. If you missed it while during the job, what makes you think you’ll catch it in your preflight? Even better: if you did the work, have another pilot or mechanic check it out for you. Then, give it an extremely thorough check yourself as well, and compare notes.

        See http://www.mastery-flight-training.com/20170216-flying-lessons.pdf

Use a checklist. That’s what checklists are for: to serve as a reminder in case you forget to do something. Don’t walk around the airplane with the checklist in your hand—you’ll end up looking at the checklist, not the airplane itself. Instead, study the checklist so you know what to check—and what “normal” looks like—then do your inspection one major airplane part at a time. After completing one part, for example, the cockpit, or the left wing, or the nose wheel well, pull out the checklist and make sure you checked everything. Bring anything abnormal or that you don’t understand to a mechanic’s attention before you decide whether you can fly.

Pay special attention to these things:

• Primary and secondary flight control continuity, correctness and connections. Do the controls move in the proper direction and smoothly reach full travel in all directions? You may not be able to see the stick or yoke while you move the elevators, or vice versa: you may need a helper to make the first check. Ensure the controls are mounted correctly and secured, including safety wire, cotter pins, paint or putty markers where required, etc.

• Landing gear bolts, nuts, springs and other connections. Tailwheel springs, gear downlock springs, strut nuts and bolts—make sure they are all in good shape and properly installed, with added security as required by the type.

• Engine compartment safety wiring. Check that all is reinstalled properly.

• Access panels. Check all the nuts and bolts for security, paying special attention to anything else that was likely moved or removed in the shop.

• Fluids. Check them, and look for leaks or stains. There shouldn’t be any unexplained leaks of fuel or oil, so bring any drips or puddles to your mechanic’s attention, get an explanation, and fix any problems before you fly.

• Ergonomics. Check the cabin. The seats were probably moved or removed. So be sure they move correctly and lock in position where you want them. Make sure that controls and switches aren’t obstructed by improperly re-installed interiors or wiring.

Clearly you need a great deal of very type-specific knowledge and experience in order to properly check an airplane that has been in the shop. If you’re not intimately familiar with the type, refer the acceptance inspection and test flight to someone who is. This is not the time to think “if it has wings, I can fly it.” ©2017 Mastery Flight Training, Inc. All rights reserved.

 3. TEST FLIGHT Paperwork and preflight complete, now it’s time to test it in flight. Notice I use that term over and over—this is a test flight to ensure the airplane performs as expected, or to detect any anomalies or outage. Do not jump in the airplane and fly home. Regardless of how good the airplane looks, or who did the work (including yourself), commit to making a short, local area test flight in good day visual conditions. You do not want to be in the clouds or in the dark the first time you test an airplane; you don’t want to get to far from the airport so you can quickly return if needed…and have the same mechanic who did the work address discrepancies. Before and as you fly check these items:

• Powerplant. All engine, fuel system, and propeller operation using the Pilot’s Operating Handbook (POH) procedures. Pay special attention to find loose hoses or connections, leaks and other signs of insecure or cracked items.

• Controls. Operation of all systems like trim, flaps, cowl flaps, carb heat, deicing systems, and flight controls.

• Electronics. All avionics including radios, navigation devices, autopilots (there’s likely an autopilot inspection checklist in the POH supplement, so use it), lightning detectors (look for false returns caused by uninsulated wiring), radar, etc.

• Performance. Compute expected climb rates, cruise speeds, fuel burns, etc., and compare actual performance to your computed expectations.

It helps to make a list before departing terra firma of things you’ll check once airborne. Then, use the list as a guide while in flight.

FLIGHT TEST After a very thorough Before Takeoff check, take off and climb to a safe altitude. Your altitude and distance from the field should allow you to stay clear of pattern traffic, but close enough to make it back if you lose power. Check control feel, engine operation, and the use of all systems and avionics just as you had on the ground and confirm a lack of surprises while in the air. Finish your short test flight by landing, taxiing back to the shop, and then completing another detailed inspection of the airplane. Bring any discrepancies to your mechanic’s attention right away, and get them fixed (and re-tested) before accepting the airplane. After a short, local test flight, return to the maintenance base, shut down, and once again very thoroughly inspect the airplane. Pay special attention to find loose hoses, leaks and other symptoms of vibration or looseness.

Here are just a few things I’ve found “for real” when picking up different airplanes from different shops. The list proves that, every now and then, a little paranoia is a good thing...

• Inaccessible manual landing gear extension handles, because of improperly installed interiors.

• Fuel selector handles that won’t move to the “OFF” position.

• Inoperative alternators.

• Safety wire missing on emergency exit window latches.

• Mounting screws missing on the underside of ailerons.

• Ailerons improperly mounted so that they could not reach full deflection.

• Landing gear doors reversed (right door on the left wing and vice versa), preventing gear retraction.

• Instrument air (vacuum) regulators adjusted well out of tolerance.

• Flap limit switches out of position, inhibiting flap movement.

• Autopilot disconnect switches that weren’t hooked up.  

These were all found at very reputable shops that were recommend by leaders in the industry. Each was a situation where a good mechanic was having a bad day. Don’t ask me the shop names; most of these happened 15 years ago or more, and most of the facilities no longer exist. Mechanics are people too, subject to the same human error as pilots. Airplane owners that perform work themselves have to overcome confirmation bias to detect things they missed— if you forgot during the repair work, you may forget during the preflight too, so get a second opinion by asking another pilot or mechanic to preflight the airplane also, then compare notes. Returning an airplane to service after IMMRR is a team effort. As the test pilot you are final and most important part of the process. You’re never certain everything on an airplane will perform as designed. But when the airplane has been opened up for work it’s far more likely you’ll find a discrepancy. Until the airplane proves to be trustworthy you are a test pilot. Check everything you can and address all squawks before you leave the ground, but just in case make a day/VMC, local-area test flight, then return and give the airplane another check, before you fly away from the repair base.

God’s speed, Tom Camman

[Stephen]

Hi Paul, that would be nice to have a shop like that close (drive not via Mooney). In lieu of that, Rick at Blue Sky Aviation has been working engaging Don Maxwell on a number of others (Don recommended Rick @ Blue Sky for my PPI).  I did have a rigging session scheduled with DMAX (on 4/10?) but this JPI/CIES install went long and blew that date away. This was Blue Mountain's first CIES/EDM 900 on a Mooney and it turned out there were some items discovered along the way that they need to tool/stock up for that were needed but not called out for in the installation information for both systems (and some of the other work). The didn't charge me for learning curve but it took a good amount of time to onboard it and that has really stretched out the timeline for the post-purchase maintenance. One of the reasons I want to get this thing back in the air is to get this down to DMAX and get it rigged up perfectly; it is definitely not.  I am also planning on having DMAX do my first Annual in Feb 18 to get a super thorough going through. So, I really have taken the advice to hear on working with DMAX, but am also trying to collaborate with my local shop to get them spun up on more Mooney specific capabilities. 

[Yetti]

Since you are the owner you are responsible the plane is airworthy.  So time to get a bit dirty. Get a flashlight and look everything over. Use the light beam to Chase wires and hoses from one end to the other.   Jiggle things around and make sure they are tight. Make sure they won't rub on other things.  Look for liquids. Find out why they are there.  Other things have to be touched to get the things that were worked on. Like the alternator has to be pulled to replace the starter.

Replace panels.   I gently hit the panels to make sure they are not loose and see if any of the quick fasteners pop out.

Do a really good walk around. sight down wings and edges looking for deformities.  Shining a flashlight will help you see deformities.  Sometimes people drop stuff on wings.

I jiggle the wings.

Depending on what was done.   Do a couple fast taxis.   Bring it back and look it over one more time.

Then fly it above the airport.  I usually go up to 7000 feet in circles above the airport.   Keep the ANR off and listen to things.

It usually takes 2-3 hours before I trust it again.

When renting I would never fly a plane that just came out of maintenance.

 

 

[kpaul]

After my last annual, I had the A&P go on the flight with me.  I think he though I was joking at first when I told him he was going along.  I figure if you are willing to sign off the log book you should be willing to fly in the plane.  We did a 30 minute over the field flight, with one minor issue noted, landed adjusted the issue.  I then took it out solo for another 30 minutes or so. 

[Stephen]

Thanks team Mooney. Great thoughts I am getting the test plan together. I will use the weekend to go over everything I can to triple check per Yetti and other's advice. Still trying to coordinate with a Mooney literate CFI on the RTS flight. 

[mike_elliott]

16 minutes ago, Stephen said:

Thanks team Mooney. Great thoughts I am getting the test plan together. I will use the weekend to go over everything I can to triple check per Yetti and other's advice. Still trying to coordinate with a Mooney literate CFI on the RTS flight. 

a Mooney literate CFI isn't necessarily a Mooney literate mechanic who would be better suited for a RTS flight. Some are, others, not so much. You need a test pilot and the best guy for that is the one who wrenched on the plane. He knows where he has been and has to answer the question "what is the worst that can happen if I don't put this back in/on correctly" for everything he touches. Right Clarence?

[Guest]

Not trying to diminish the test flight, but in re-reading the list of maintenance completed there is nothing on there that is overly concerning other than the yoke shaft.  If all of the new gauges were to quit it's still an airplane which will fly.  If the control shaft comes loose it's a different matter.

Flight controls, power plant controls, fuel delivery and airspeed indication should have the highest priority.  All of these things can be tested and inspected before flight.

Clarence

[Stephen]

Thanks M20. I agree, it should be fairly straight fwd with most any issues identifiable on the ground. Just wanted to tap the collective thinking of MS for any tips. 

[Bravoman]

This is why I wish there was some alternative to the current law requiring an annual. I know it may not be feasible but it sucks when you really stay on top of the plane and it is running like a top and you got to bring it in for an annual. I always hold my breath hoping that what ain't broke is gonna get broke.

[RLCarter]

Isn't the "return to service" flight suppose to be a "Solo" flight? It would be interesting to know what percentage of A&P's or IA's are also pilots, my guess it's very low.