Flight Testing Aircraft The following current flight test schedules are available for printing. These schedules are subject to change at any time and without notice. Ensure that the current flight test schedule is used otherwise it may not be accepted. For this reason it is not advisable to save these document on your computer. Flight Testing Forms & Schedules Other useful documentation is as follows: TL 1.19 Initial Testing Flying Pilot Briefing for First Flight TL 2.00 Revalidating a Permit to Fly CAP 1038 CAA Check Flight Handbook TL 3.19 Auto-Pilot Flight Test Notes TL 3.22 Flight Test Reports TL 3.23 Constant Speed Prop Set-Up TL 3.25 General notes and limitations on test flights Airpseed Indicator Calibration Climb-Performance Plotter FAA Flight Testing Handbook

What does the Pilot Coaching Scheme offer? Licence Revalidation & Renewals LAA Coaches can provide the “one hour with an Instructor ” flight at any time in the second year of your licence revalidation period, and then sign the revalidation if you have already flown the required hours. They all hold UK 'R' examiner privileges, so can also revalidate ratings on UK PPLs and NPPLs once all the requirements have been completed, even if they have not flown with you. All Coaches are allowed to do Renewal Training under the LAA DTO to assist pilots to prepare for their General Skills Test to get their lapsed licence back. Differences Training "Differences Training" requires the acquisition of additional knowledge and training on any appropriate device, or on an aircraft. It requires both ground and flight training and must be endorsed as having been completed by a suitably qualified Flight Instructor or Class Rating Instructor. Features which, when first experienced, require differences training are: Turbo-charged or Super-charged engines Variable pitch and constant speed propellers Tail wheel undercarriage Retractable undercarriage Cabin Pressurisation EFIS Single power lever control (SPLC) Microlights Additionally, for the UK National Private Pilot's Licence (NPPL) SSEA class rating, differences training is required for aircraft with a cruise speed in excess of 140 knots indicated airspeed. Familiarisation Training Before flying any type or variant of aircraft which you’ve not flown before, within the Single-Engine Piston (SEP) class, you must complete "Familiarisation Training". This is the correct modern terminology for what would previously be described as being "Checked Out" on a new type. "Familiarisation Training" requires the acquisition of additional knowledge by one of the following means: Self-study of appropriate material about the aircraft such as the Pilot Operating Handbook, Pilot’s notes, etc Training with a suitably qualified instructor A verbal brief from a pilot already familiar with the type , particularly in the case of a single seat aircraft, With multi seat aircraft, while it may be helpful to fly with another pilot already familiar with the type, pilots should note that only qualified instructors are authorised to provide training, including familiarisation training and this could lead to difficulties if an accident were to occur that was supervised by any pilot other than a qualified instructor. In addition, when first transitioning to flying types or variants of aircraft which include various specific more demanding or unusual features, that he or she has not previously experienced as pilot in command, a pilot must also have differences training with a qualified instructor to teach them to safely deal with the feature or features concerned. Whilst differences training with an instructor is mandatory, we also recommend you include ground and flight training with an instructor as part of your familiarisation training. Type Conversion If you're thinking of buying an aircraft, where do you go for a type conversion? The PCS has coaches who are experienced on a variety of modern and vintage types. Your coach will take you through your conversion until you are competent on type. Licence Migration The PCS can assist you to upgrade your licence to a different type and also add additional ratings e.g. NPPL(M) to NPPL(SSEA) etc. Miscellaneous Although we do offer specific courses, our coaches are available to fly with you for any flying training you may need in your aircraft. This can include revision of, for example: Practice Forced Landings; Circuits; Stalling; Navigation; R/T and more. Whilst we do not, at present, offer ab initio training, a number of our coaches are also fully qualified Flying Instructors and so may be able to assist with any training issues you may have.

< Back New LAA Inspector - Mike Wigg 22 Sept 2025 We are pleased to welcome Mike Wigg as a new LAA Inspector, having attended an LAA Inspector Assessment Day at Turweston recently. With a deep passion for vintage aeroplanes, Mike strives to bring joy to all enthusiasts by keeping these remarkable vintage aircraft flying. With extensive engineering experience from both military and civilian sectors, he is dedicated to supporting owners in maintaining their beloved planes. Based near Duxford in Cambridgeshire, Mike travels across the UK and beyond to ensure these classic aeroplanes remain airworthy. If you're an owner in need of maintenance, repair, or inspection, please don't hesitate to reach out! Next Previous

Operating & Maintaining Aircraft This section is intended to cover everything that happens once the aircraft is in a flying state. From a technical point of view, the most import of these is keeping on top of the aircraft’s maintenance. This is critical in enabling an owner to meet their obligation to maintain the aircraft in an airworthy condition. AIRCRAFT MAINTENANCE AVGAS UL91 & UL94 ETHANOL-FREE MOGAS WEIGHT & BALANCE E5 MOGAS REVALIDATING A PERMIT TO FLY 97 OCTANE SUPER-UNLEADED E10 MOGAS - NOT APPROVED

For part-built LAA projects, the new owner/builder needs to continue following the LAA amateur-build process. For already-flying LAA aircraft, the new owner simply takes on the responsibilities of the old owner for looking after the airworthiness of the aircraft. The restoration of an aircraft might range from dusting off the cobwebs and giving the engine a good service, to a full strip down to component parts and fabricating missing or damaged parts. It is also possible, in some circumstances, to import a part-built or completed aircraft from overseas. This is generally only possible where the type is already accepted by the LAA, the aircraft can be shown to have been amateur-built under a similar regime to that in the UK, and which is readily inspectable to confirm the build standard. A number of LAA types come under the heading ‘orphaned vintage types’. These are types that are no longer supported by their manufacturer and have been deemed ‘orphaned’ by the CAA (e.g. Austers). There are also some types that can elect to operate either on a Certificate of Airworthiness or on an LAA-administered Permit to Fly (e.g. Chipmunks). Buying an Aircraft Not everyone has the inclination, ability or time available to build an aircraft. The only route then is to buy a part-built aircraft for completion, a ready-flying aircraft or an aircraft in need of restoration. When buying an aircraft, the overriding message is ‘Buyer Beware!’ If you’re buying an aircraft that is already flying within the LAA system, you mainly need to satisfy yourself that it’s in an acceptable condition and meets your needs. LAA Inspectors are often happy to look over an aircraft for you to help you make a technical assessment of its condition. Another area you should consider is whether it has enough payload to take you where you want to go. When buying a partially-built aircraft or one from overseas, you need to make sure that the aircraft is eligible to hold a UK Permit to Fly and is in a configuration that the LAA can accept. It is usually a good idea to drop LAA Engineering an email to check before you part with large amounts of money. For further information, click the button below or look in the 'Classifieds' section of the LAA Magazine Click here for more information

Detail Design Having worked out a promising-looking layout, initial three-view and performance and weight specifications, now is the stage where the hard work begins of transforming concepts to working drawings. Essential decisions have to be made about types of material to be used, the structural arrangement, exact choice of powerplant and so on. You’ll probably need to make a cockpit mock-up to check the ergonomics and control system arrangements, and maybe build a flying radio controlled model of the design to give faith in the handling characteristics. With the basic geometry laid out, stress calculations and assembly drawings come next, then drawings of individual piece parts. Keep an up-to-date tally on weights. As the drawings get more detailed you must re-evaluate whether you are going to meet your original targets in terms of weight, strength and aerodynamic cleanliness, whether you need to re-visit your original assumptions or re-design from scratch. Is there a way that the part or assembly can be made more easily, more cheaply, lighter, stronger, more fatigue or corrosion resistant? Fewer parts and fewer joints generally means fewer problems and less weight. Can you use off the shelf parts rather than having to make them specially? Are there other aeroplanes around that have already solved a particular problem in a clever way? Will the aircraft be easy to inspect in service, easy to repair if it gets damaged? Can it be broken down for transportation? If the handling isn’t quite right when the prototype is test flown, does the design make provision for ‘tweaks’ to put it right? Does the design include reserves of strength to cope with weight growth in service and more powerful engines, or is everything pared down to the minimum? Design Tutorials

Hirth 2 Stroke Covering Letter to Owners Fuel System Inspection Checklist

Certification & Approval Having worked out a promising-looking layout, initial three-view and performance and weight specifications, now is the stage where the hard work begins of transforming concepts to working drawings. Essential decisions have to be made about types of material to be used, the structural arrangement, exact choice of powerplant and so on. You’ll probably need to make a cockpit mock-up to check the ergonomics and control system arrangements, and maybe build a flying radio controlled model of the design to give faith in the handling characteristics. With the basic geometry laid out, stress calculations and assembly drawings come next, then drawings of individual piece parts. Keep an up-to-date tally on weights. As the drawings get more detailed you must re-evaluate whether you are going to meet your original targets in terms of weight, strength and aerodynamic cleanliness, whether you need to re-visit your original assumptions or re-design from scratch. Is there a way that the part or assembly can be made more easily, more cheaply, lighter, stronger, more fatigue or corrosion resistant ? Fewer parts and fewer joints generally means fewer problems and less weight. Can you use off the shelf parts rather than having to make them specially ? Are there other aeroplanes around that have already solved a particular problem in a clever way ? Will the aircraft be easy to inspect in service, easy to repair if it gets damaged ? Can it be broken down for transportation ? If the handling isn’t quite right when the prototype is test flown, does the design make provision for ‘tweaks’ to put it right ? Does the design include reserves of strength to cope with weight growth in service and more powerful engines, or is everything pared down to the minimum ? Downloadable Spreadsheets Technical Leaflets Design Tutorials

Feedback We would love to hear from you about your experience with the LAA, issues you would like to raise or comments for our staff. Please click the button below to fill in our feedback form or scan the QR code on your phone. Click here...

Light Aviation Magazine 2023 Click on the links below to open each issue of Light Aviation Magazine from 2023 January 2023 April 2023 July 2023 October 2023 February 2023 May 2023 August 2023 November 2023 March 2023 June 2023 September 2023 December 2023

Light Aviation Magazine 2018 Click on the links below to open each issue of Light Aviation Magazine from 2018 January 2018 April 2018 July 2018 October 2018 February 2018 May 2018 August 2018 November 2018 March 2018 June 2018 September 2018 December 2018

< Back Engineering updates in July 7 Aug 2025 The following documents have been issued/updated in the Engineering 'Info Library' during July. Continuing airworthiness information : Mandatory Technical Directive MTD-05-2024 issue 2 - Jabiru distributor caps Mandatory Technical Directive MTD-03-2025 - Marquart Charger aileron slave strut Alert A-05-2024 issue 2 - Rotax engine oil spray nozzle Alert A-07-2025 - Glastar aileron servo-tab pushrod cracking Alert A-08-2025 - Gen 4 Jabiru engine crankshafts Technical leaflets : TL 2.00 - Revalidating your aircraft's Permit to Fly TL 2.19 - The LAA Generic Maintenance Schedule TL 2.33 - Insepctor categories for type TADS : 274 - Europa 315 - Eurostar 324 - Supermarine Spitfire mk26 Propeller type lists PTL/1 : Kitfox mk1/mk2/mk3 Forms : LAA/AR-REF (FB GYROPLANE) - Airworthiness review reference guide (crib sheet) LAA/AR-REF (HOMEBUILT GYROPLANE) - Airworthiness review reference guide (crib sheet) LAA/AR-REF (FIXED WING) - Airworthiness review reference guide (crib sheet) LAA/CFS-1 (GYRO) - Check flight schedule LAA/CFS-1 (FIXED WING) - Check flight schedule LAA/FBG-SUPP - Supplement to factory-built gyroplane revalidaton form LAA/PFRC-1 - Permit Flight Release Certificate LAA/FT-NEW - Flight test schedule, new builds, transfers, modifications and repairs LAA/FT-ENG - Flight test schedule, engine modifications Next Previous