Again, the FA is going to prep the pilot relative to the risk. And as might be expected, there may be times when the prep just isn't possible and the builder may need to step aside and let someone more skilled take on the first flights. The FA isn't going to make that call, but certainly will make the case to the prospective pilot that it's better than losing a valuable airplane and chapter member. All relevant data is recorded and flights are planned and executed according to test cards set up based on the checklist. A first flight might consist of takeoff and climb, rudimentary control effectiveness, power effects, near stall characteristics in landing configuration, acceleration and climb, flying qualities at various flap and power settings, practice approach and go around at altitude, banks at no more than 30 degrees, return to base and generous pattern approaches, and, of course, a safe landing.
Variations occur on successive flights to demonstrate the full qualities of the aircraft.
That's a big deal because in the past you were on your own for the first ten hours. You're also less likely to damage or destroy something you probably spent a couple thousand hours building. Finally, your significant other and any offspring might feel a little better about the whole thing if they were convinced you'd done a proper job of prepping for the first flight. I'm sure I speak for everyone in thanking Norm and Gary for their presentation. The Flight Advisor Program is one of the more significant undertakings by EAA in the past few years and one that will undoubtedly save a lot of good hardware from ruin, not to mention save a few overstuffed egos from catastrophic deflation.