Post-Chase Lessons Learned (Long)
First, I want to thank the people who contributed to this discussion. I learned a lot that I was able to apply today.
I flew chase today for the first flight of a homebuilt. We flew from a private airpark. Here's what I learned, and my apologies for the length.
1. It's a maximum workload job. It takes 100% of your effort and don't kid yourself about that. If the pilot skills are not up to the task, don't do it. Having a co-pilot available to check traffic and and talk about things is a very good plan. The co-pilot should not be a photographer or member of the family of the test pilot. Instead you want a capable, disinterested and competent pilot. My neighbor, Dallice Tylee, did well.
2. For communications between the test aircraft and the chase aircraft, the names "Test" and "Chase" are better than the N numbers.
3. Approaching the pattern near the end of the flight, in this case an uncontrolled field, it's advisable for the chase plane to request that other aircraft remain clear of the pattern until the test aircraft is clear of the runway. I didn't do that, and the test aircraft had to hold while a poorly organized flight of three tried to get in before us. My bad.
4. It's extremely difficult to maintain visual contact with a small unpainted metal aircraft against ground clutter, especially when there's some snow. The test aircraft didn't have strobes, and they would have helped. Chase can sometimes help by providing some relative movement compared to the test aircraft, by descending or climbing relative to them - keeping clear at all times.
5. It's not a formation flight. We had briefed that the only time I'd come in close to the test aircraft was at the top of the initial climb to check for leaks, if they called it, and not otherwise. He didn't call and I stayed reasonably far out. We agreed that I would never be in a blocking position with him. The test airplane could maneuver at will without bothering to check my position since I would always remain clear. And sometimes I had to maneuver aggressively to remain clear.
6. To minimize distractions, we agreed that I wouldn't talk on the radio much. He'd talk, I'd listen. We both had copies of the test plan and agreed that unless something of importance was going on, he wouldn't call. Silence means that the test plane was good and continuing with the plan. We knew that if he had a problem, I'd know it anyway by his body language - he'd be heading to the field.
7. We briefed before the flight. This is essential. Part was going over the test plan in the weeks beforehand, part by emailing back and forth about procedures, and part at the plane on the ground before starting up. Gotta have a plan and everyone has to know what it is. My co-pilot was also familiar with the plan.
8. The chase pilot has to be absolutely familiar with stick and rudder flying at all points in the envelope. In our case, the test plane had excellent acceleration but test-limited the top speed. It's projected climb rate was anticipated to be greater than the chase plane's, but in the event the chase could keep up in the climb with no difficulty. The test aircraft had a superior low-speed capability which I had to work around to maintain a suitable position. I think that test could descend faster than the chase plane, too, and we nearly lost track of him at one point because of that. The chase plane had more momentum than the test plane and that was simply something I had to manage.
These points of similarity and difference aren't going to be necessarily as briefed, but a competent pilot should be able to work with them. Your attention will be focused primarily out of the plane - have your co-pilot checking the engine gauges if you wish - and you might find yourself at virtually any throttle, flap or trim position.
I think that reasonably compatible aircraft are necessary. If the expected performance envelopes are too different, it's not going to work.
9. We briefed that I'd orbit the field in the pattern and that he'd start his take-off while I was on a long final at pattern altitude. He had rising CHT and elected to launch while I was on downwind. We'd briefed for this possibility and I turned at midfield to follow. One thing worth mentioning that worked well here and we felt was safe (we set it up for safety) was that while chasing I wouldn't go below pattern altitude. No buzz job to salute the test plane. Keep it safe, and in the pattern, call the positions.
Again, thanks to all of you, and the professional approach of the test pilot, all went well. It was a safe event.
Dave