Civil Aeronautics Manual 3

VI C O N T E N T S CAM 3 Trim Section Page Requirements ; 3.112 20 Trim during a glide (CAA policies which apply to sec. 3.1 IS) 3.112-1 21 Stability General 3.113 21 Static longitudinal stability . - 3.114 21 Specific conditions. 3.115 21 Instrumented stick force measurements 3.116 22 Dynamic longitudinal stability 3.117 22 Directional and lateral stability 3.118 22 Test conditions (CAA policies which apply to sec. $.118 (a) (8)) 3.118-1 23 Large displacements of flight controls in directional and, lateral stability tests (CAA policies which apply to sec. 8.118) 3.118-2 23 Flight tests for adverse control force reversal or control loeking (CAA •policies which apply to sec. 8.118 (a) (8)) 3.118-3 23 Stalls Stalling demonstration , 3.120 23 Measuring loss of altitude during stall (CAA policies which apply to sec. 8.120) . 3.120-1 24 Indications of Stall warnings (CAA policies which apply to sec. 3.120) 3.120-2 24 Climbing Stalls - 3.121 25 Climbing stall flight tests for limited control airplanes (CAA interpretations which apply to sec. 3.121) 3.121-1 25 Turning flight stalls - 3.122 25 One-engine-inoperative stalls 3 . 1 2 3 — — 25 Spinning Spinning 3.124 25 Spin tests for category N airplanes (CAA interpretations which apply to sec. 8.124 (a)) 3.124-1 26 Spin tests for category A airplanes (CAA interpretations which apply to sec. S.m (c)) 3.124-2 26 Ground and Water Characteristics Requirements 3.143 26 Longitudinal stability and control 3.144 26 Directional stability and control 1. 3.145 26 Shock absorption 3.146 27 Spray characteristics 3 . 1 4 7 — — 27 Flutter and Vibration Flutter and vibration . 3.159 27 Subpart C—Strength Requirements General Loads : 3.171 27 Design criteria (CAA policies which apply to sec. 3.171 (c)) 3.171-1 27 [Design loads and load distributions (CAA policies which apply to sec. 3.171 (b))l 3.171-2 27 Factor of safety 3.172 27 Strength and deformations 3.173 27 Dynamic tests (CAA policies which apply to sec. 3.17$) 3.173-1 27 Proof of structure 3.174 28 Material correction factors (CAA policies which apply to sec. 3.174) 3.174^1 28 (Rev. 1/15/58) C A M 3 C O N T E N T S V I I Section Page (Rev. 9/15/57) Proof of Structure—Continued Structural testing of new projects (CA A policies which apply to sec. 8.174) — 3.174-2 28 Allowable bending moments of stable sections in the plastic range (CAA policies which apply to sec. 8.174) 3.174-3 29 Acceptability of static and/or dynamic tests in lieu of stress analyses (CAA policies which apply to sec. 8.174) 3.174-4 29 Operation tests (CAA policies which apply to sec. 3.174) - - 3.174-5 29 Material correction factors, fitting factors, and other factors; their effect on test loads (CAA policies which apply to sec. 3.174) 3.174-6 29 Establishment of material strength properties and design values by static test (CAA policies which apply to sec. 8.174) 3.174-7 30 Unusual test situations (CAA policies which apply to sec. 8.174)-- 3.174-8 30 Flight Loads General — 3 . 1 8 1 . . . . . . . 30 Definition of flight load factor 3.182 30 Symmetrical Flight Conditions (Flaps Retracted) General ' 3.183 31 Design air speeds 3.184 31 Maneuvering envelope 3 . 1 8 5 - . . 31 Maneuvering load factors 3.186. •_. 32 Gust envelope 3 . 1 8 7 . . 32 Gust load factors — - 3.188 32 "Slope of lift curve" (CAA interpretations which apply to sec. 8.188) 3.188-1 32 Airplane equilibrium 3.189 32 Flaps Extended Flight Conditions Flaps extended flight conditions 3.190 32 Design flap speed V ( (CAA interpretations which apply to sec. $.190 (a))__ 3-190-1 33 Unsymmetrical Flight Conditions Unsymmetrical flight conditions 3.191 33 Aileron rolling conditions (CAA policies which apply to sec. 3.191 (a))— 3.191-1 33 Supplementary Conditions Special condition for rear lift truss ' 3.194 34 Engine torque effects 3.195 34 Side load on engine mount 3.196 34 [Pressurized cabin l o a d s . 3 . 1 9 7 ] 34. Control Surface Loads General 3.211 34 Control surface loads for design of "Vee" type tail assemblies (CAA policies which apply to sec. 8.211) : 3.211-1 36 PHot effort . ,. 3.212. 37 Automatic pilot systems (CAA policies which apply to sec. S.21S) 3-212-1 37 Trim tab effects 3 . 2 1 3 . . . . . . . 37 Horizontal Tail Surfaces Horizontal tail surfaces 3.214 37 Balancing loads 3.215 37 V I I I CONTENTS CAM 3 Section Page Maneuvering loads 3.216 37 Time histories of pull-up maneuvers (CAA policies which apply to sec. 3.216) 3.216-1 38 Unchecked pull-up maneuver (CAA policies which apply to sec. 3.216 (a)). 3.216-2 38 Unchecked push-down maneuvering load (CAA policies which apply to sec. 3.216(b)) 3.216-3 39 Checked maneuvering load condition (CAA policies which apply to sec. 3.216(c)) 3.216-4 39 Principles applicable to detailed analysis of conditions given in sec. 3.216 (CAA policies which apply to sec. 3.216) 3.216-5 39 Maneuvering control surface loading figure 3-3 (b) in this part (CAA policies which apply to sec: 3.216) 3.216-6 40 Gust loads 3.217 40 Gust loads; horizontal tail surfaces (CAA policies which apply to sec. 3.217) -J 3.217-1 41 Unsymmetrical loads 3.218 41 Vertical Tail Surfaces Maneuvering loads . 3.219 41 Vertical surface maneuvering loads (CAA policies which apply to sec. 3.219) . . . 3.219-1 41 Gust loads..-. - 3.220 41 Gust loads; vertical tail surfaces (CAA policies which apply to sec. 3.220)_. 3.220-1 42 Outboard fins... 1 3.221 42 Ailerons, Wing Flaps, Tabs, Etc. Ailerons 3.222 42 Wing flaps... 3.223. 43 Wing flap load distribution (CAA policies which apply to sec. 3.223) 3.223-1 43 Tabs . 3.224 43 Trim tab design (CAA policies which apply to sec. 3.224) 3 . 2 2 4 - 1 . . . . - 43 Special devices 3.225 43 Control System Loads Primary flight controls and systems 3.231 43 Hinge moments (CAA policies which apply to sec. 3.231 (a)) 3.231-1 44 System limit loads (CAA policies which apply to sec. 3.231 (a) (1)) 3.231-2 44 Interconnected control systems on two-control airplanes (CAA policies which apply to sec. 3.231) 3.231-3 44 Dual controls -- 3.232 44 Ground gust conditions 3.233 44 Ground gust loads (CAA policies which apply to sec. 3.233) 3.233-1 45 Secondary controls and systems 3.234 45 Ground Loads Ground loads 3.241 45 Four-wheel type alighting gears (CAA policies.which apply to sec. 3.241)-- 3.241-1 45 Ground load evaluation for aircraft with wing tip-tanks (CAA. policies which apply to sec. 3.241) 3.241-2 46 Design weight ------------ 3.242 46 Load factor for landing conditions - 3.243_. 46 Landing Cases and Attitudes Landing cases and attitudes. 3.244.. 47 Landing cases and attitudes (CAA policies which apply to sec. $.244) 3.244-1 47 (Rev. 9/15/57) 3 C O N T E N T S Section Level landing 3.245 Wheel spin-up loads (CAA policies which apply to sec. 8.246) . 3 . 2 4 5 - 1 - Level landing inclined reaction resultant (CAA policies which apply to sec. 3.245) - 3 . 2 4 5 - 2 - Tail down 3.246 One-wheel landing 3.247 Ground Roll Conditions Braked roll 3 . 2 4 8 . . . . Side load '_ 3.249__._ TaU Wheels Supplementary conditions for tail wheels 3.250 Obstruction load 3.251 Side load 3 . 2 5 2 . . . . Nose Wheels Supplementary conditions for nose wheels 3.253 Aft load 3 . 2 5 4 . . . . Forward load . 3.255 Side load 3 . 2 5 6 . . . . Skiplanes Supplementary conditions for skiplanes 3.257 Type certification of skis (CAA policies which apply to sec. 3.257) 3 . 2 5 7 - 1 . Supplementary conditions for skiplanes (CAA policies which apply to sec. 3.257) 3 . 2 5 7 - 2 . Factor of safety of 1.0 (CAA policies which apply to sec. 3.257) 3 . 2 5 7 - 3 . Water Loads Water load conditions 3.265 Float loads (CAA policies which apply to sec. 8.265) 3 . 2 6 5 - 1 . Water loads; alternate standards (CAA policies which apply to sees. 3.10 and 3.265) . •-- 3 . 2 6 5 - 2 . Fatigue Evaluation [Pressurized cabins 3.270] Subpart D—Design and Construction General General . . 3.291. Materials and workmanship 3.292.. Fabrication methods 3.293.. Standard fastenings 3.294.. Protection 3.295.. Inspection provisions 3.296.. Structural Parts Material strength properties and design values 3.301 _. Design properties (CAA policies which apply to sec. 8.801) 3 . 3 0 1 - 1 . Substitution of seam-welded for seamless steel tubing (CAA policies which apply to sec. 3.301) 3 . 3 0 1 - 2 Special factors 3.302 Variability factor 3.303 . Castings . 3.304... Casting factors (CAA policies which apply to sec. 8.304) 3 . 3 0 4 - 1 Bearing factors 3 . 3 0 5 . . . Fitting factor 3.306... Fatigue strength 3.307... (Rev. 9/15/57) X C O N T E N T S C A M 3 Flutter and Vibration Section Page Flutter and vibration prevention measures ' . . 3 . 3 1 1 53 Simplified flutter prevention criteria (CAA -policies which apply to sees. $.311 (a) and (&)) 3 . 3 1 1 - 1 . . V . 53 Substantiation of freedom from flutter by flight flutter tests (CAA policies which apply to sec. 3.311) 3 . 3 1 1 - 2 . . . . 5 4 - 1 Wings Proof of strength i. 3 . 3 1 7 5 4 - 2 Bibs 3 . 3 1 8 ' 54-2 Rib tests (CAA policies which apply to sec. 3.S18) 3.318-1 5 4 - 2 Control Surfaces (Fixed and Movable) Proof of strength 3.327 . 54-2 Installation. — . . 3 . 3 2 8 54-2 Bonding of control surfaces (CAA policies which apply to sec. 3.328) 3 . 3 2 8 - 1 5 4 - 2 Hinges . . 3 . 3 2 9 5 5 M a s s balance weights 3 . 3 3 0 5 5 Control Systems General - 3 . 3 3 5 5 5 Primary flight controls 3 . 3 3 6 55 Aileron controls for two-control airplanes (CAA interpretations which apply to sec. 3.336 (&)) — . - - 3.336-1 55 Trimming controls 3 . 3 3 7 . 55 Independence of bungee trim system from primary control system (CAA interpretations which apply to sec. 3.337) 3.337-1 55 Electrical trim tab systems (CAA policies which apply to sees. 3.337 and 3.681) .". ., ' • 3 . 3 3 7 - 2 . - . . . 55 ' Trim device indications (CAA policies which apply to sec. 3.337) '_.._ 3 . 3 3 7 - 3 . 5 6 - 1 Wing flap controls : 3 . 3 3 8 ' _. 56-1 Wing flap position indicators (CAA policies which apply to sec. S.SS8) 3.338-1 56-1 Flap interconnection : 3 . 3 3 9 56-1 Stops \ i 3 . 3 4 0 56-1 Control system locks 3 . 3 4 1 5 6 - 1 Proof of strength 3 . 3 4 2 5 6 - 1 Operation test : 3 . 3 4 3 5 7 Control System Details General ; 3 . 3 4 4 5 7 Cable systems 3 . 3 4 5 5 7 Cables in primary control systems (CAA interpretations which apply to sec. 3.845) 3.345-1 57 Special aircraft turnbuekle assemblies and/or turnbuckle safetying devices (CAA rules which apply to sec. 3.345) . 3.345-2 57 Approval of pulleys for control systems (CAA policies which apply to sec. 3.345) - . 1 3.345-3 57 Joints 3 . 3 4 6 . . 58 Spring devices.. . 3 . 3 4 7 . 58 Landing Gear Shock Absorbers Tests 3 . 3 5 1 58 Shock absorption tests 3 . 3 5 2 58 Landing gear drop tests (CAA policies which apply to sec. 8.352) 3.352-1 . 58 Limit drop tests 3 . 3 5 3 . . . . . . 59 Limit load factor determination 3 . 3 5 4 60 Reserve energy absorption drop tests 3 . 3 5 5 . . . — 60 (Rev. 9/15/57) C A M 3 C O N T E N T S X I R e t r a c t i n g M e c h a n i s m Section Page General 3.356 60 Retracting mechanism (CAA •policies which apply to sec. 3.356) 3.356-1 60 Emergency operation . . . . . • . . . 3.357. _ 60 Operation test - - -'- 3.358 60 Position indicator and warning device . . 3.359 60 Wheel position indicators (CAA policies which apply to sec. 3 . 3 5 5 ) . . . . 3.359-1 60 Position indicator and warning device (CAA policies which apply to sec. S.S69) 3.359-2 61 Landing gear position indicator switches (CAA interpretations which apply to sec. 3.369).. - 3.359-3 61 Control 3.360 61 Wheels a n d Tires Wheels 3.361 61 Tires . 3.362 61 Approved tire rating (CAA interpretations which apply io sec. 3.362) 3.362-1 61 Tire rating standards (CAA policies which apply to sec. 3.362) 3.362-2 61 Brakes Brakes 3.363 61 Skis Skis 3.364 61 Tail skis (CAA interpretations which apply to sec. 3.364) 3.364-1 62 Hulls and Floats Seaplane main floats . 3.371 62 Buoyancy (boat seaplanes) . 1 3.372 62 Water stability . . . . - 3.373 . 62 Fuselage Pilot C o m p a r t m e n t General. 3 . 3 8 1 . . 62 Vision . . . J . 3.382 6 2 Openable window or openable portion of the windshield (CAA interpreta tions which apply to sec. S.S82) 3.382-1 63 Pilot vision in rain conditions (CAA interpretations which apply to sec. 3.382).. - 3.382-2 63 Windshields, windows, and canopies 3.383 63 Plexiglas windshields and windows (CAA policies which apply to see. 8.883) 3.383-1 63 Cockpit controls . 3.384 63 Instruments and markings 3.385 63 Emergency Provisions Protection . 3.386 63 Crash protection (CAA interpretations which apply to sec. 3.386) 3.386-1 64 E x i t s . . . ." 3.387 6 4 - 1 Fire precautions 3.388 65 Heater isolation (CAA policies which apply to sec. 3.388 (&)) 3.388-1 65 Fire-detector and extinguisher equipment ( C A j I policies which apply to sec. 8.888 (b)) . - 3.388-2 66 Heater fuel system (CAA policies which apply to sec. 3.388 (b)) - 3.388-3 66 Combustion heaters (CAA rules which apply to sec. 3.388 (b)) 3.388-4 66 (Rev. 12/31/58) X I I C O N T E N T S C A M 3 Personnel and Cargo Accommodations Section Pale Doors 3.389 67 Seats and berths . . . 3.390 67 Approved seats and berths (CAA interpretations which apply to sec. 3.390).. 3.390-1 67 Proof of strength for seats and berths and their installations (CAA policies which apply to sec. 3.390) 3.390-2 67 Application of loads (CAA policies which apply to sec. 3.390) 3.390-3 67 Cargo compartments 3.392 67 Load factors for design of cargo compartments located in the fuselage (CAA interpretations which apply to sec. 3.392) 3.392-1 68 Ventilation - 3 . 3 9 3 . . . 68 Pressurized cabins; general 3.394 68 Pressure control 3.395 68 Tests - 3.396 6 8 Miscellaneous Leveling marks - - 3 . 4 0 1 . . 69 Subpart E—Power-Plant Installations; Reciprocating Engines General Components 3 . 4 H 69 [Powerplant installation components (CAA interpretations which apply to sec. 3411) 3 . 4 1 1 - 1 3 - . . 69 Engines and Propellers Engines . . . . . , 3.415 69 Propellers 3.416 69 Propeller vibration . - - - - - 3.417 69 Propeller pitch and speed limitations : 3.418 - 69 Speed limitations for fixed-pitch propellers, ground adjustable pitch propellers, and automatically varying pitch propellers which cannot be controlled in flight 3 . 4 1 9 . . 7 0 Propeller pitch and speed limitations (CAA interpretations which apply to sec. 3.419) 3.419-1 70 Speed and pitch limitations for controllable pitch propellers without constant speed controls - — 3.420 70 Variable pitch propellers with constant speed controls 3.421 70 Propeller clearance 3.422 70-1 Propeller clearance on tricycle gear airplanes (CAA interpretations which apply to sec. 3.422 (a) (1)) . . . . 3 . 4 2 2 - I - — 7 0 - 1 Propeller clearance on aircraft with leaf spring type shock struts (CAA interpretations which apply to sec. $422 (a) (2)) 3.422-2 70-1 Fuel System G e n e r a l . . . . . - - 3.429 70-1 Arrangement Fuel system arrangement 3.430 70-1 Multiengine fuel system arrangement 3.431 70-1 Multiengine single tank fuel system (CAA policies which apply to sec. 3431)........ 3 . 4 3 1 - 1 . . . . 70-1 Pressure cross feed arrangements.. 3.432 7 0 - 2 Operation Fuel flow rate . 3.433 . 7 0 - 2 Fuel flow rate for gravity systems 3 . 4 3 4 — . — 71 Fuel flow rate for pump systems - 3.435 71 Fuel flow rate for auxiliary fuel systems and fuel transfer systems 3.436 ~ - 71 Determination of unusable fuel supply and fuel system operation on low f u e l . . 3.437 71 Fuel system hot weather operation 3.438 72 Flow between interconnected tanks 3.439 72 (Rev. 12/31/58) C O N T E N T S Fuel Tanks (Rev. 10/1/58) General 3 - 4 4 0 Fuel tank tests 3.441 Fuel tank installation 3.442 Bladder type fuel cells located in a personnel compartment (CAA inter pretations which apply to sec. 3.448) 3.442-1 Fuel tank expansion space ^ 3.443 Fuel tank sump 3.444. Fuel tank filler connection 3.445 Fuel tank vents and carburetor vapor vents 3.446 . . . Fuel tank vents 3.447-A Fuel tank outlet 3.448.1 Fuel Pumps Fuel pump and pump installation 3.449 [Fuel injection pump (CAA interpretations which apply to sec. 8,449 ( { , ) ) . . . . . , 3 . 4 4 9 - 1 ] Lines, Fittings, and Accessories Fuel system lines and fittings . 3 . 5 5 0 . . Fuel valves 3 . 5 5 1 . . . Fuel strainer 3 . 5 5 2 . . . Drains and Instruments Fuel system drains . 3 . 5 5 3 . . . Fuel system instruments 3 . 5 5 4 . . . Oil System Oil system 3 . 5 6 1 . . "Capacity" (CAA interpretations which apply to sec. 3.561) 3.561-1 Oil cooling 3 . 5 6 2 . . Oil Tanks OH tanks 3 . 5 6 3 . . . Oil tank tests 3 . 5 6 4 . . . Oil tank installation 3 . 5 6 5 . . . Oil tank expansion space 3 . 5 6 6 . . . Oil tank filler connection 3.567.... O i l t a n k v e n t . 3 . 5 6 8 . . . Oil tank outlet 3 . 5 6 9 . . . Lines, Fittings, and Accessories Oil system lines, fittings, and accessories 3 . 5 7 0 . . . Oil valves 3 . 5 7 1 . . . Oil radiators 3 . 5 7 2 . . . Oil filters 3 . 5 7 3 . . . Oil system drains 3 . 5 7 4 . . . Engine breather lines 3 . 5 7 5 . . . Oil system instruments 3.576... Propeller feathering system 3.577... Cooling General 3 . 5 8 1 . . . Tests Cooling tests - - - 3 . 5 8 2 . . . Water taxiing tests (CAA interpretations which apply to sec. 8.582) 3.582-1 Section XIV C O N T E N T S CAM 3 Section Page Maximum anticipated summer air temperatures 3.583 77 Powerplant winterization equipment (CAA interpretations which apply to sec. 3.683) • 3.583-1 77 Correction factor for cylinder head, oil inlet, carburetor air, and engine coolant inlet temperatures . . 3.584 77 Correction factor for cylinder barrel temperatures . . . . . . . „ — . . . 3.585 . . . 78 Cooling test procedure for single-engine airplanes 3.586 78 Cooling test procedure for multiengine a i r p l a n e s . . . 3.587 78 Cooling test procedure for twin-engine aircraft which do not meet the minimum one-engine-inoperative climb performance (CAA inter pretations which apply to sec. S.587 (b)) : 3.587-1 78 Liquid Cooling Systems Independent systems ^ 3.588 78 Coolant tank 3.589 7 8 - 1 Coolant tank tests. - — 3 . 5 9 0 . . . 7 8 - 1 Coolant tank installation . . - - - 3.591 79 Coolant tank filler connection . _ 3.592 79 Coolant lines, fittings, and accessories 3.593 79 Coolant radiators 3.594 79 Cooling system drains 3.595 79 Cooling system instruments 3.596 ' 79 Induction System General 3.605 79 Induction system de-icing and anti-icing provisions 3.606 79 Induction system de-icing provisions (CAA policies which apply to sec. 3.606) - 3.606-1 SO Carburetor de-icing fluid flow rate 3.607 80 Carburetor fluid de-icing system capacity 3 . 6 0 8 . . . 80 Carburetor fluid de-icing system detail design . 3.609 81 Carburetor air preheater design 3.610 81 Induction system ducts 3.611 81 Induction system screens 3.612 81 Exhaust System G e n e r a l . . . . 3 . 6 1 5 . . 81 Exhaust manifold . - - 3.616 81 Exhaust heat exchangers 3.617 81 Exhaust heat exchangers used i n ventilating air heating systems 3.618 81 Fire Wall and Cowling Fire walls 3.623 . . 81 Fire-proof materials for firewalls (CAA rules which apply to sec. 8.623)-- 3.623-1 82 Fire wall construction 3.624 82 Cowling 3.625 82 Power-Plant Controls and Accessories Controls Power-plant controls. 3.627 82 Throttle controls 3.628 82 Ignition switches 3.629 82 Mixture controls 3.630 83 Propeller speed and pitch controls 3.631 83 Propeller feathering controls 3.632 83 (Rev. 10/1/58) CAM 3 C O N T E N T S X V Section Page Fuel system controls 3.633 83 Carburetor air preheat controls 3.634. 83 Accessories Power-plant accessories 3.635 83 Engine battery ignition systems 3.636 83 Power-Plant Fire Protection Flammable fluids; shutoff means 3.637. 83 l i n e s and fittings . 3 . 6 3 8 — . . . . 83 Subpart F—Equipment General 3 . 6 5 1 . . . . . . . 83 Functional and installation al requirements 3.652 — 83 Radio equipment and installations (CAA interpretations which apply to sec. $.652) 3.652-1 . 83 Radio installation performance (CAA policies which apply to sec. 3.652)— 3.652—2__-i-_ 84 Basic Equipment Required basic equipment 3.655 84 Instruments; Installation General Arrangement and visibility of instrument installations. 3.661 85 Instrument panel vibration characteristics . — 3.662. 85 Flight and Navigational Instruments Air-speed indicating system 3.663 85 Air-speed indicator marking 3.664 85 Static air vent system 3.665 85 Magnetic direction indicator 3.666 :._ 85 Automatic pilot system . ,- 3.667. 85 Gyroscopic indicators .-- 3.668 85 Flight director i n s t r u m e n t - . . . 3.669 :. 86 Power-Plant Instruments Operational markings 3.670 86 Instrument lines 3.671 86 Fuel quantity indicator — 3.672 86 Means to indicate fuel quantity (CAA policies which apply to sec. 3.672)— 3 . 6 7 2 - 1 . 86 Fuel flowmeter system 3.673- : . 86 Oil quantity indicator 3.674 86 Cylinder head temperature indicating system for air-cooled engines 3.675 86 Electrical Systems and Equipment Installation 3.681- 86 Shielding of flare circuits (CAA policies which apply to sec. 3.681)., 3.681-1 87 Generator capacity (CAA policies which apply to sec. 3.681) 3.681-2 87 Batteries Batteries 3.682 87 Dry-cell batteries (CAA policies which apply to sec. 3.682) 3.682-1 87 Protection against acid .-- 3-683 Battery vents 3.684 87 87 (Rev. 6/1/58) XVI C O N T E N T S CAM 3 Generators Section Page Generator 3.685 8 7 Generator controls 3.686 87 [ Ins tr uments [Electric power system instruments 3 . 6 8 7 ] 87 Master Switch Arrangement 3.688 8 7 Load circuit connections with respect t o master switch (CAA policies which apply to sec. 3.688) 3 . 6 8 8 - 1 8 7 Electric stall warning indicator circuit (CAA policies which apply to sec. S.688) - 3 . 6 8 8 - 2 . . . . 88 Master switch installation 3.689 8 8 Protective Devices Fuses or circuit breakers 3.690 8 8 Automatic reset circuit breakers (CAA policies which apply to sec. 3.690)-- 3 . 6 9 0 - 1 8 8 Circuit breakers (CAA policies which apply to sec. 3.690) 3 . 6 9 0 - 2 8 8 Protective devices installation 3.691 8 8 Spare fuses 3.692 8 8 Electric Cables Electric cables - 3.693 . . 8 S Electric cable for power distribution (CAA policies which apply to sec. 3.693) 3 . 6 9 3 - 1 8 8 Switches Switches 3.694 8 8 - 1 Switch installation . . . 3.695 8 8 - 1 Instrument Lights Instrument lights 3.696 8 8 - 1 Instrument lights (CAA interpretations which apply to sec. 3.696) 3.696—1 8 8 - 1 Instrument light installation.. 3.697 8 8 - 1 Landing Lights Landing lights 3.698 8 8 - 1 Landing light installation 3.699 8 8 - 1 Position Lights Position light system installation . . 3.700 8 8 - 1 Red passing lights (CAA policies which apply to sec. 3.700 (a)) 3 . 7 0 0 - 1 8 9 Position light system dihedral angles . 3.701 8 9 Position light distribution and intensities 3.702 8 9 Rear position light installation (CAA interpretations which apply to sec. 3.70$) 3 . 7 0 2 - 1 . . . . 9 0 Overlaps between high intensity forward position lights (CAA policies which apply to sec. 8.702 (b) (3)) 3 . 7 0 2 - 2 9 0 Color specifications 3.703 9 0 Riding Light Riding light . 3.704 9 0 Anti-collision Light System Anti-collision light system 3.705 9 0 - 1 Anticollision light standards (CAA policies which apply to sec. 3.705) 3 . 7 0 5 - 1 9 0 - 1 Safety Equipment; Installation Marking 3.711 9 0 - 2 De-icers 3.712 9 1 Flare requirements 3.713 9 1 Flare installation 3.714 9 1 Safety belts 3.715 9 1 (Rev. 6/1/58} C A M 3 C O N T E N T S X V I I (Rev. 1/15/58) Emergency Flotation and Signaling Equipment Section Page Bafts and life preservers — . 3 . 7 1 6 — 91 Life rafts and life preservers (CAA rules which apply to sec. 3.716) 3.716-1 91 Installation 3.717 91 Signaling device . 3.718 91 Radio Equipment; Installation General 3.721 91 Radio equipment installation (CAA interpretations which apply to sec. 3.721) 3.721-1 91 Radio equipment installations (CAA policies which apply to sec. 3.721)— 3.721-2 91 Miscellaneous Equipment; Installation Accessories for multiengine airplanes 3.725 91 Hydraulic Systems General - -,- 3.726 - - 91 T e s t s . , 3.727 91 Accumulators 3.728 92 Subpart G—Operating Limitations and Information General 3.735 92 Limitations Limitations •- - - 3.737 9 2 Air Speed A i r s p e e d — - 3.738 92 Never-exceed speed ( V „ ) _ 3.739 92 Maximum structural cruising speed ( V n o ) 3.740 92 Maneuvering speed ( V P ) 3.741 92 Flaps-extended speed ( V ( . ) 3 . 7 4 2 — 9 2 Minimum control speed ( V M < , ) : 3.743 92 Power Plant Power plant 3.744 92 Take-off operation.. 3 . 7 4 6 . . . 92 Maximum continuous operation 3.746 92 Fuel octane rating 3.747 92 Airplane Weight Airplane w e i g h t . . . . 3.748 93 Minimum Flight Crew Minimum flight crew 3.749 93 Types of Operation Types of operations 3.750 93 Markings and Placards Markings and placards 3.755 93 Markings and placards for an airplane certificated in more than one category (CAA policies which apply to sec. 3.765 (b)) . 3.755-1 93 Markings and placards for flap settings (CAA policies which apply to sec. 3.755 (a)) . 3 . 7 5 5 - 2 . - - - 94 X V I I I C O N T E N T S C A M Subpart H—Identification Data Identification plate J 3.791 102 Airworthiness certificate number 3.792 103 Appendices A p p e n d i x A—Simplified Design Load Criteria for Airplanes Having a Design Weight Equal to or Less Than 6,000 Pounds 104 A p p e n d i x B—Figures 115 A p p e n d i x C—Special Civil Air Regulations Which Affect Part 3 121 [ A p p e n d i x D—Simplified Method for Determining Air Loads and Air Load Distributions for Wing-Store Combinations 1 2 3 J (Rev. 1/15/58) Instrument Markings Section Page Instrument markings 3.758 9 4 Air-speed indicator 3.757 9 4 White arc on air-speed indicator (CAA interpretations which apply to sec. 3.757 (a) (4)) 3 . 7 5 7 - 1 9 4 Magnetic direction indicator 3.758 9 5 Powerplant instruments 3.759 9 5 Powerplant instrument markings (CAA interpretations which apply to sec. 3.759) - - 3 . 7 5 9 - 1 . . . . 9 5 Oil quantity indicators 3.760 9 5 Fuel quantity indicator 3.761 9 5 Control Markings General 3.762 9 5 Marking of button-type starter switches (CAA interpretations which apply to sec. 3.762) 3 . 7 6 2 - 1 9 5 Aerodynamic controls 3.763 9 5 Power-plant fuel controls 3.764 9 5 Accessory and auxiliary controls 3.765 9 5 Miscellaneous Baggage compartments, ballast location, and special seat loading limitations.. 3.766 9 6 Fuel, oil, and coolant filler openings 3.767 9 6 Emergency exit placards 3.768 9 6 Approved flight maneuvers 3.769 9 6 Operating limitations placard 3.770 9 6 Airspeed placards 3.771 9 6 Airplane Flight Manual Airplane Flight M a n u a l . 3.777 9 6 Preparation of airplane flight manuals for airplanes in the normal, utility, and acrobatic categories (CAA policies which apply to sec. $.777) 3 . 7 7 7 - 1 9 6 Calculated effects of temperature and altitude variations (CAA policies which apply to sec. 3.777)., 3.777-2 9 9 Performance data for altered airplanes of this part (CAA policies which apply to sec. 3.777) 3 . 7 7 7 - 3 9 9 Performance data and flight tests for ski installations on airplanes of this part (CAA policies which apply to sec. 3.777) 3 . 7 7 7 - 1 9 9 Operating limitations . 3.778 9 9 Operating procedures 3.779 1 0 1 Performance information 3.780 101 Calculated effects of temperature and altitude variations (CAA policies which apply to sec. S.780) 3.780-1 101 Performance data for altered airplanes of this part (CAA policies which apply to sec. 3.780) - - 3.780-2 102 Performance data and flight tests for ski installations on airplanes of this part (CAA policies which apply to sec. 3.780) 3 . 7 8 0 - 3 102 Airplane Airworthiness; Normal, Utility And Acrobatic Categories Subpart A—General Applicability and Definitions 3.0 Applicability of this part. This part establishes standards with which compliance shall be demonstrated for the issuance of and changes to type certificates for normal, utility, and acrobatic category airplanes. This part, until superseded or rescinded, shall apply to all airplanes for which applications for type certification under this part were made between the effective date of this part (November 13, 1945) and March 31, 1953. For applications for a type certificate made after March 31,1953, this part shall apply only to airplanes which have a maximum weight of 12,500 pounds or less. 3.1 Definitions. As used in this part terms are defined as follows: (a) Administration. (1) Administrator. The Administrator is the Administrator of Civil Aeronautics. (2) Applicant. An applicant is a person or persons applying for approval of an airplane or any part thereof. (3) Approved. Approved, when used alone or as modifying terms such as means, devices, specifications, etc., shall mean ap proved by the Administrator. (See sec. 3.18.) (b) General design. (1) Standard atmosphere. The stand ard atmosphere is an atmosphere [ ( s e e NACA Technical Report 1235)] defined as follows: (i) The air is a dry, perfect gas, (ii) The temperature at sea level is 59° F., (iii) The pressure at sea level is 29.92 inches Hg, (iv) The temperature gradient from sea level to the altitude at which the temperature equals - [ 6 9 . 7 ° ] F. is -0.003566° F./ft. and zero thereabove, (v) The density p0 at sea level under the above conditions is [0.002377] lb. sec.2 /ft.4 CAM 3 (2) Maximum anticipated air temper ature. The maximum anticipated air tem perature is a temperature specified for the pur pose of compliance with the powerplant cooling standards. (See sec. 3.583.) (3) Airplane configuration. Airplane configuration is a term referring to the position of the various elements affecting the aero dynamic characteristics of the airplane (e. g. wing flaps, landing gear). (4) Aerodynamic coefficients. Aero dynamic coefficients are nondimensionat co efficients for forces and moments. They correspond with those adopted by the U. S. National Advisory Committee for Aeronautics. (5) Critical engine(s). The critical en gine (s) is that engine (s) the failure of which gives the most adverse effect on the airplane flight characteristics relative to the case under consideration. (c) Weights. (1) Maximum weight. The maximum weight of the airplane is that maximum at which compliance with the requirements of this part of the Civil Air Regulations is demon strated. (See sec. 3.74.) (2) Minimum weight. The minimum weight of the airplane is that minimum at which compliance with the requirements of this part of the Civil Air Regulations is demonstrated. (See sec. 3.75.) (3) Empty weight. The empty weight of the airplane is a readily reproducible weight which is used in the determination of the operat ing weights. (See sec. 3.73.) (4) Design maximum weight. The de sign maximum weight is the maximum weigh of the airplane at which compliance is she with the structural loading conditions. sec. 3.181.) (5) Design minimum weight. sign minimum weight is the minimur of the airplane at which compliance (Rev. 6/1/58) 2 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C C A M 3 with the structural loading conditions. (See sec. 3.181.) (6) Design landing weight. The design landing weight is the maximum airplane weight used in structural design for landing conditions at the maximum velocity of descent. (See sec. 3.242.) (7) Design unit weight. The design unit weight is a representative weight used to show compliance with the structural design requirements: (i) Gasoline 6 pounds per U. S. gallon. (ii) Lubricating oil 7.5 pounds per U. S. gallon. (iii) Crew and passengers 170 pounds per person. (d) Speeds, (1) IAS. Indicated air speed is equal to the pitot static air-speed indicator reading as installed in the airplane without correction for air-speed indicator system errors but including the sea level standard adiabatic compressible flow correction. (This latter correction is included in the calibration of the air-speed instrument dials.) (2) CAS. Calibrated air speed is equal to the air-speed indicator reading corrected for position and instrument error. (As a result of the sea level adiabatic compressible flow cor rection to the air-speed instrument dial, CAS is equal to the true air speed TAS in standard atmosphere at sea level.) (3) EAS. Equivalent air speed is equal to the air-speed indicator reading corrected for position error, instrument error, and for adia batic compressible flow for the particular altitude. (EAS is equal to CAS at sea level in standard atmosphere.) (4) TAS. True air speed of the airplane relative to undisturbed air. (TAS=EAS(M ,p )J , i .) (5) Vc. The design cruising speed. (See sec. 3.184.) (6) Vd. The design diving speed. (See sec. 3.184.) (7) Vf. The design flap speed for flight loading conditions with wing flaps in the landing position. (See sec. 3.190.) (8) Vfe. The flap extended speed is a maximum speed with wing flaps in a prescribed extended position. (See sec. 3.742.) (9) Vh. The maximum speed obtainable in level flight with rated rpm and power. (10) Vmc. The minimum control speed with the critical engine inoperative. (See sec. 3.111.) (11) Vne. The never-exceed speed. (See sec. 3.739.) (12) Vno. The maximum structural cruis ing speed. (See sec. 3.740.) (13) Vp. The design maneuvering speed. (See sec. 3.184.) (14) Vtf. The stalling speed computed at the design landing weight with the flaps fully extended. (See sec. 3.190.) (15) VS(j. The stalling speed or the mini mum steady flight speed with wing flaps in the landing position. (See sec. 3.82.) (16) The stalling speed or the mini mum steady flight speed obtained in a specified configuration. (See sec. 3.82.) (17) Vx. The speed for best angle of climb. (18) Vv. The speed for best rate o f climb. (e) Structural. (1) Limit load. A limit load is the maxi mum load anticipated in normal conditions of operation. (See sec. 3.171.) (2) Ultimate load. An ultimate load is a limit load multiplied by the appropriate factor of safety. (See sec. 3.173.) (3) Factor of safety.- The factor of safety is a design factor used to provide for the possibility of loads greater than those antici pated in normal conditions of operation and for uncertainties in design. (See sec. 3.172.) (4) Load factor. The load factor is the ratio of a specified load to the total weight of the airplane; the specified load may be ex pressed in terms of any of the following: aero dynamic forces, inertia forces, or ground or water reactions. (5) Limit load factor. The limit load factor is the load factor corresponding with limit loads. (6) Ultimate load factor. The ultimate load factor is the load factor corresponding with ultimate loads. (7) Design wing area. The design wing area is the area enclosed by the wing outline (including wing flaps in the retracted position (Rev. 6/1/58) CAM 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , ACROBATIC 3 and ailerons, but excluding fillets or fairings) on a surface containing the wing chords. The outline is assumed to be extended through the nacelles and fuselage to the plane of symmetry in any reasonable manner. (8) Balancing tail load. A balancing tail load is that load necessary to place the airplane in equilibrium with zero pitch acceleration. (9) Fitting. A fitting is a part or ter minal used to join one structural member to another. (See sec. 3.306.) (f) Power installation.1 (1) Brake horsepower. Brake horse power is the power delivered at the propeller shaft of the engine. (2) Take-off power. Take-off power is the brake horsepower developed under stand ard sea level conditions, under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for use in the normal take-off, and limited in use to a maximum continuous period as indicated in the approved engine specifications. (3) Maximum continuous power. Maximum continuous power is the brake horsepower developed in standard atmosphere at a specified altitude under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for use during periods of unrestricted duration. (4) Manifold pressure. Manifold pres sure is the absolute pressure measured at the appropriate point in the induction system, usually in inches of mercury. (5) Critical altitude. The critical alti tude is the maximum altitude at which in standard atmosphere it is possible to maintain at a specified rotational speed, a specified power or a specified manifold pressure. Unless otherwise stated, the critical altitude is the maximum altitude at which it is possible to maintain, at the maximum continuous rotational speed, one of the following: (i) The maximum continuous power, in the case of engines for which this power rating is the same at sea level and at the rated altitude. (ii) The maximum continuous rated manifold pressure, in the case of engines the 1 For engine airworthiness requirements see Part 13 of this subchapter. For propeller airworthiness requirements see Part 14 of this subchapter. maximum continuous power of which is gov erned by a constant manifold pressure. (6) Pitch setting. Pitch setting is the propeller blade setting determined by the blade angle measured in a manner, and at a radius, specified in the instruction manual for the propeller. (7) Feathered pitch. Feathered pitch is the pitch setting, which in flight, with the en gines stopped, gives approximately the mini mum drag and corresponds with a wind milling torque of approximately zero. (8) Reverse pitch. Reverse pitch is the propeller pitch setting for any blade angle used beyond zero pitch (e. g., the negative angle used for reverse thrust). (g) Fire protection. (1) Fireproof. Fireproof material means material which will withstand heat at least as well as steel in dimensions appropriate for the purpose for which it is to be used. When ap plied to material and parts used to confine fires in designated fire zones, fireproof means that the material or part will perform this function under the most severe conditions of fire and duration likely to occur in such zones. (2) Fire-resistant. When applied to sheet or structural members, fire-resistant material means a material which will withstand heat at least as well as aluminum alloy in dimensions appropriate for the purpose for which it is to be used. When applied to fluid - carrying lines, other flammable fluid system components, wiring, air ducts, fittings, and powerplant controls, this term refers to a line and fitting assembly, component, wiring, or duct, or controls which will perform the intended functions under the heat and other conditions likely to occur at the particular location. (3) Flame-resistant. Flame-resistant material means material which will not support combustion to the point of propagating, beyond safe limits, a flame after the removal of the ignition source. (4) Flash-resistant. Flash-resistant ma terial means material which will not burn violently when ignited. (5) Flammable. Flammable pertains to those fluids or gases which will ignite readily or explode. 4 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C C A M 3 Certification 3.10 Eligibility for type certificate. An airplane shall be eligible for type certification under the provisions of this part if it complies with the airworthiness provisions hereinafter established or if the Administrator finds that the provision or provisions not complied with are compensated for by factors which provide an equivalent level of safety: Provided, That the Administrator finds no feature or character istic of the airplane which renders it unsafe for the category in which it is certificated. 3.11 Designation of applicable regula tions. The provisions of this section shall ap ply to all airplane types certificated under this part irrespective of the date of application for type certificate. (a) Unless otherwise established by the Board, the airplane shall comply with the pro visions of this part together with all amend ments thereto effective on the date of applica tion for type certificate, except that compliance with later effective amendments may be elected or required pursuant to paragraphs (c), (d), and (e) of this section. (b) If the interval between the date of appli cation for type certificate and the issuance of the corresponding type certificate exceeds three years, a new application for type certificate shall be required, except that for applications pending on May 1, 1954, such three-year period shall commence on that date. At the option of the applicant, a new application may be filed prior to the expiration of the three-year period. In either instance the applicable regulations shall be those effective on the date of the new appli cation in accordance with paragraph (a) of this section. (c) During the interval between filing the application and the issuance of a type certificate, the applicant may elect to show compliance with any amendment of this part which becomes effective during that interval, in which case all other amendments found by the Administrator to be directly related shall be complied with. (d) Except as otherwise provided by the Board, or by the Administrator pursuant to section 1.24 of this subchapter, a change to a type certificate (see sec. 3.13 (b)) may be accomplished, at the option of the holder of the type certificate, either in accordance with the regulations incorporated by reference in the type certificate pursuant to section 3.13 (c), or in accordance with subsequent amendments to such regulations in effect on the date of application for approval of the change, subject to the following provisions: (1) When the applicant elects to show compliance with an amendment to the regula tions in effect on the date of application for approval of a change, he shall show compliance with all amendments which the Administrator finds are directly related to the particular amendment selected by the applicant. (2) When the change consists of a new design or a substantially complete redesign of a component, equipment installation, or system installation of the airplane, and the Adminis trator finds that the regulations incorporated by reference in the type certificate pursuant to section 3.13 (c) do not provide complete stand ards with respect to such change, he shall re quire compliance with such provisions of the regulations in effect on the date of application for approval of the change as he finds will pro vide a level of safety equal to that established by the regulations incorporated by reference at the time of issuance of the type certificate. NOTE: Examples of new or redesigned components and installations which might require compliance with regulations in effect on the date of application for approval, are: New powerplant installation which i s likely to introduce additional fire or operational hazards unless additional protective measures are incorpo rated; the installation of an auto-pilot or a new electric power system. (e) If changes listed in subparagraphs (1) through (3) of this paragraph are made, the airplane shall be considered as a new type, in which case a new application for type certificate shall be required and the regulations together with all amendments thereto effective on the date of the new application shall be made applicable in accordance with paragraphs (a), (b), (c), and (d) of this section. (1) A change in the number of engines; (2) A change to engines employing differ ent principles of operation or propulsion; (3) A change in design, configuration, power, or weight which the Administrator finds is so extensive as to require a substantially complete investigation of compliance with the regulations. C A M 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C 5 3.12 Recording of applicable regula tions. The Administrator, upon the issuance of a type certificate, shall record the applicable regulations with which compliance was demon strated. Thereafter, the Administrator shall record the applicable regulations for each change in the type certificate which is accom plished in accordance with regulations other than those recorded at the time of issuance of the type certificate. (See sec. 3.11.) 3.13 Type certificate. (a) An applicant shall be issued a type certifi cate when he demonstrates the eligibility of the airplane by complying with the requirements of this part in addition to the applicable require ments in Part 1 of this subchapter. (b) The type certificate shall be deemed to include the type design (see sec. 3.14 (b)), the operating limitations for the airplane (see sec. 3.737), and any other conditions or limitations prescribed by the regulations in this subchapter. (c) The applicable provisions of this part recorded by the Administrator in accordance with section 3.12 shall be considered as incor porated in the type certificate as though set forth in full. 3.14 Data required. (a) The applicant for a type certificate shall submit to the Administrator such descriptive data, test reports, and computations as are necessary to demonstrate that the airplane com plies with the requirements of this part. (b) The descriptive data required in para graph (a) of this section shall be known as the type design and shall consist of such drawings and specifications as are necessary to disclose the configuration of the airplane and all the design features covered in the requirements of this part, such information on dimensions, materials, and processes as is necessary to define the structural strength of the airplane, and such other data as are necessary to permit by comparison the determination of the air worthiness of subsequent airplanes of the same type. 3.15 Inspections and tests. Inspections and tests shall include all those found necessary by the Administrator to insure that the airplane complies with the applicable airworthiness re quirements and conforms to the following: (a) All materials and products are in accord ance with the specifications in the type design. (b) All parts of the airplane are constructed in accordance with the drawings in the type design. (c) All manufacturing processes, construc tion, and assembly are as specified in the type design. 3.16 Flight tests. After proof of compli ance with the structural requirements contained in this part, and upon completion of all neces sary inspections and testing on the ground, and proof of the conformity of the airplane with the type design, and upon receipt from the appli cant of a report of flight tests performed by him, the following shall be conducted: (a) Such official flight tests as the Adminis trator finds necessary to determine compliance with the requirements of this part. (b) After the conclusion of flight tests speci fied in paragraph (a) of this section, such additional flight tests, on airplanes having a maximum certificated take-off weight of more than 6,000 pounds, as the Administrator finds necessary to ascertain whether there is reason able assurance that the airplane, its compo nents, and equipment are reliable and function properly. The extent of such additional flight tests shall depend upon the complexity of the airplane, the number and nature of new design features, and the record of previous tests and experience for the particular airplane type, its components, and equipment. If practicable, these flight tests shall be conducted on the same airplane used in the flight tests specified in paragraph (a) of this section. 3.16-1 Accelerated service tests for aircraft having a maximum certificated take-off weight of more than 6,000 pounds (CAA policies which ap ply to sec. S.16). (a) Terms. Terms used in this section are defined as follows: (1) T. C. Board. The Type Certifica tion Board set up by the CAA Field Offices for each, new type aircraft project. (2) Routine CAR tests. The flight tests prescribed in the regulations in this part to determine performance, flight characteristics, power plant characteristics, etc. (e. g. sees. 3.61 through 3.780), conducted in accordance with existing procedures. 6 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C C A M 3 (3) Official functioning and reliability tests. That portion of the fight tests conducted in showing compliance with the regulations quoted in subparagraph (2) of this paragraph, which is under the immediate supervision of the T. O. Board, as described in this section. (4) Supplementary experience. Other flight tests and experience with an airplane type which is taken into consideration in establishing the extent of the official portion of the tests. This supplementary experience may be obtained by the manufacturer, military services, airlines, etc. (•5) Simulated tests. Tests on the ground or in an airplane of components and equipment under conditions simulating those likely to be obtained in service, which are taken into con sideration in establishing the extent of the official portion of the tests. (b) Additional flight tests. To satisfactorily accomplish the objectives of sec. 3.16 concerning additional flight tests and the extent thereof, the Administrator deems it necessary t h a t : (1) A comprehensive and systematic check be made in .flight of the operation of all com ponents to determine whether they "function properly", i. e., perform their intended func tion without introducing safety hazards. (2) Sufficient testing and supplementary experience under actual, or a combination of simulated and actual, experience be obtained and evaluated to give reasonable assurance that the airplane is "reliable", i. e., should con tinue to function properly in service. NOTE: I n order to obtain wider experience, manu facturers should be encouraged to cooperate with air lines or other responsible operators in operating experi mental airplanes of the same type under service con ditions. (3) Appropriate corrective action be taken when the need therefor is determined under subparagraph (1) or (2) of this paragraph. NOTE: The C A A should be concerned only to the extent that the airplane can be operated safely under suitable inspection and maintenance procedures,. but should not be concerned with maintenance costs. (c) Test program. The Type Certification Board for each project should decide upon a proposed official test program at the time of the Preflight meeting of the Board (prior to the routine CAR flight tests) and coordinate this with the airplane manufacturer. At the con clusion of the routine CAR tests, the T. C Board should meet again to review the experi ence gained in those tests, changes made in the design, and any additional supplementary ex perience, and to revise the proposed program accordingly. (d) Planning and execution of test program. The following points should be considered: (1) The test program should be sufficiently well planned to enable its execution in an efficient manner without overlooking important items.1 The T. C. Board should review the design features and equipment with respect to the general objectives, and prepare a list show ing: (i) Components and s y s t e m 2 to be checked in subparagraph (4) of this paragraph, (ii) A brief description of the operations to be performed, where these are not obvious (referencing any necessary operating instruc tions), (iii) Special checks or likely critical con ditions, (iv) Estimated flight time required. (2) Allowances may be made for the func tional tests already required by the routine CAR tests. Allowance may also be made for simulated testing of new features and equip ment; however, the flight test program will be planned to determine the adequacy of the simulated tests (e. g. to determine whether the actual environmental conditions of tempera ture,3 vibration, etc, are covered by the simu lated tests) when these may be critical, and to determine whether the installation and con nected systems are satisfactory. The T. C. Board will then make a consolidated estimate of the total flight time required, allowing for overlapping, and adjust this in accordance with the "test time" section outlined in paragraph (e) of this section (3) The program will be arranged to per- 1 It is not intended that the "paper work" be over-emphasised to the detriment of the practical results, and it should be reduced to a minimum wherever possible. 2 Tests of anti-Icing systems under actual icing conditions will in many cases be impracticable prior to type certification. A policy is in prepara tion regarding the approval and use ol such systems in air-carrier opera tions. This will outline theflighttesting required at various stages. ; This does not imply that flight tests must be conducted under the most severe outside air temperatures likely to be enconntcred in service. It should normally be possible to determine the effects ol extreme outside temperatures on local temperatures by extrapolation or by suitable eorrectioa factors. C A M 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C 7 mit the Aviation Safety Agent in charge to become thoroughly familiar with the character istics of the airplane, particularly those not specifically covered in the routine CAR tests. (4) In accordance with paragraph (b) (1) of this section, all components of the airplane should be intensively * operated and studied under all operating conditions expected in serv ice and obtainable within the time and geo graphic limitations of the tests. Particular attention will be given to the emergency proce dures which would be required in the event of malfunctioning of any component, source of crew error, and overtaxing of crew abilities. This intensive type of testing should be con ducted in all cases, but the length of time for which it is continued will depend upon the simulated and supplementary experience avail able for the particular type, as outlined in "test time" under paragraph (e) of this section. (5) Ground inspections should be made at appropriate intervals during the test program to determine whether there are any failures or incipient failures in any of the components which might be a hazard to safe flight. (6) When design changes are made during the course of the test, or when the official test airplane differs from those on which supple mentary experience is obtained, or from mod ified versions of the same basic airplane type, the revised or modified items should be re- checked in accordance with the above proce dure, but every effort should be made to include such items in the program in such a way as to avoid unduly extending the over-all test time. To this end, the Administrator may accept, in. lieu of additional flight tests: ' (i) Special tests of the original and. re vised components in which the conditions causing failure are intensified, and (ii) Simulated teste of differing compo nents. (e) Test time. It is highly desirable that functioning and reliability test programs be ad ministered uniformly in the sense that the pro gram and flight time for a given project would be approximately the same regardless of which T. C. Board administered the project. This is difficult to achieve without establishing fixed 1 Intensive operation means repeated operation of components in various sequences and combinations likely to occur in service. arbitrary test times. However, such fixed ar bitrary times would obviously be contrary to the intent of the Regulations. The following procedure with regard to establishing the re quired test time which permits considerable flexibility is, therefore, established for the guidance of T. C. Boards. (1) The times suggested in this paragraph apply when supplementary experience is not taken into account, and are for airplanes which are conventional in regard to complexity and design features: Those times may be reduced to allow for supplementary experience, as out lined in subparagraph (2) of this paragraph, and for simulated testing, as outlined in para graph (d) (1) of this section. In extreme cases of complexity 5 radically new design features, or difficulties in earlier flights, these times may be increased. Non-Transport (this part)—40 to 150 hours, depending on complexity. (2) When satisfactory supplementary ex perience is available and taken into account, the following allowances should be used as a guide and applied with judgment in reducing the official flight test time determined in ac cordance with subparagraph (1) of this para graph. However, in any case, the official pro gram should provide sufficient time to accom plish the objective in paragraph (b) (1) of this section in accordance with paragraph (d) (3) and (4) of this section. (i) For intensive experience. When the allowance is based on the total time of any one airplane in airline crew training and similar intensive operations, two hours of such opera tion may be considered equivalent to one hour of official testing. (ii) For miscellaneous experience. When the allowance is based on the total time of any one airplane, five hours of such experience may be considered equivalent to one hour of official testing. (iii) Reduction for supplementary exper ience. Whenever a reduction of official test time is desired on the basis of supplementary experience, such experience must be adequately s An example of extreme complexity would be transport intended for operation at 40,000 feet altitude, with automatic dive recovery flaps, turbos, variable jet exhaust, two speed cooling fans, retractable wind screens, automatic control of engine cooling, turbos, intercoolers, jet ex haust, etc. The test program Tor such an airplane might require as much as 300 hours if no supplementary experience were available. 8 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C C A M 3 recorded and submitted to the T. 0 . Board, as described in paragraph (f) of this section. (f) Reports and records. (1) A log should be kept of all flight tests, and accurate and complete records kept of the inspections made and of all defects, difficulties, and unusual characteristics and sources of crew error discovered during the tests, and of the recommendations made and action taken. Items for which design changes may be re quired will be reported to the manufacturer and the appropriate CAA engineering division. (2) If supplementary experience is to be taken into account, similar records of such experience should be kept and submitted to the T. C. Board, together with a list of the differences between the airplane on which the experience was obtained and the official test airplane. When supplementary experience is obtained on a large fleet of airplanes (for ex ample, military operations) of the same or a comparable type (see item 5 under Test Pro gram), these records may consist of statistical summaries in lieu of complete records for each individual airplane. (3) At the conclusion of the official tests, a summary report should be prepared by the T. C. Board and forwarded to Washington for inclusion in the Type Inspection Report. (g) Administration. The CAA Aviation Safe ty Agent in charge should act as coordinator of all flight activities of the T. C. Board during the official program and the agent or an alter nate designated by him will participate in all flights. He should collaborate with the manu facturers' pilots in all these activities, particu larly in regard to flight plans and procedures. The manufacturers' pilot should be in command of all flights, but CAA pilots should fly the airplane at least sufficiently to accomplish paragraph (d) (3) of this section. (1) Other CAA personnel (e. g. representa tives of other Divisions and specialists) should participate in the flight tests when deemed necessary by the T. C. Board to accomplish the purposes of the tests. (2) When supplementary experience is ob tained in airline operations, a CAA Aviation Safety Agent should be assigned to follow the operations, review the operator's records, and supplement these by reports to the T. C. Board. (h) Test airplane. Section 3.19 contains the phrase "If practicable, the flight tests * * * shall be conducted on the same airplane. * * *" This phrase will be liberally interpreted to facil itate completion of the type certification procedure. Thus, one airplane may be used for the official functioning and reliability tests while another airplane (or airplanes) is used for the routine CAR tests. In this case the test time on at least one airplane must be sufficient to accomplish the objective of paragraph (b) (2) of this section. (i) Modified types. The procedure outlined above applies to new type designs. When a design employs components identical to those used in previous designs, credit may be given for the supplementary experience available for such components. When a design is modified (for example, several versions of the same basic type with different engines, propellers, etc.) the modified features and components should be treated in accordance with paragraph (d) (6) of this section. (CAR, Supp. 10, 16 F. R. 3279, Apr. 14, "1951. Redesignated and amended by Supp. 14, 17 F. R. 9065, Oct. 11, 19.52.) 3.17 Airworthiness, experimental, and production certificates. (For requirements with regard to these certificates see Part 1 of this subchapter.) 3.18 Approval of materials, parts, proc esses, and appliances. (a) Materials, parts, processes, and appli ances shall be approved upon a basis and in a manner found necessary by the Administrator to implement the pertinent provisions of the regulations in this subchapter. The Admin istrator may adopt and publish such specifica tions as he finds necessary to administer this regulation, and shall incorporate therein such portions of the aviation industry, Federal, and military specifications respecting such mate rials, parts, processes, and appliances as he finds appropriate. NOTE: The provisions of this paragraph are intended to allow approval of materials, parts, processes, and appliances under the system of Technical Standard Orders, or i n conjunction with type certification pro cedures for an airplane, or by any other form of ap proval by the Administrator. (b) Any material, part, process, or appliance CAM 3 A I R P L A N E A I R W O R T H I N E S S ' , N O R M A L , U T I L I T Y , ACROBATIC 9 shall be deemed to have met the requirements for approval when it meets the pertinent specifications adopted by the Administrator, and the manufacturer so certifies in a manner prescribed by the Administrator. 3.18—1 Approval of materials, parts, processes, and appliances (CAA rules which apply to sec. 3.18). Aircraft materials, parts, processes, and appliances made the subject of Technical Stand ard Orders shall be approved upon the basis and in the manner prescribed in Part 5146 of this title, Technical Standard Orders—C- Series—Aircraft Components. (CAR, Supp. 1 4 , 17 F. H. 9065, Oct. 11, 1952.)' 3.18-2 Application of the Technical Standard Orders (TSO) System; C Series (CAA policies which apply to sec. 8.18). (a) Purpose of Technical Standard Orders. Technical Standard Orders are a means by which the Administrator adopts and publishes the specifications for which authority is pro vided in section 3.18 (a). (b) Applicability of Technical Standard Order requirements. (1) The applicability of and effective dates for TSO items are set forth in each TSO. (2) Each Technical Standard Order sets forth the conditions under which materials, parts, processes, and applicances approved by the Administrator prior to establishment of an applicable TSO, may continue to be used in aircraft. (3) The establishment of a Technical Standard Order for any product does not pre clude the possibility of establishing the accept ability of a similar product as part of an air craft, engine, or propeller, under the type cer tification or modification procedures, if there is established a level of safety equivalent to that provided in the regulations in this subchapter as implemented by the appropriate Technical Standard Order and the product is identified as part of the airplane, engine, or propeller. _(c) Administration of the Technical Standard Order (TSO) system. The principles which apply in administering the Technical Standard Order system are as follows: < Copies of individual TSO's contained in Part 514 of this title are available upon application to the Aeronautical Reference Division, Attn. W-126, Civil Aeronautics Administration, Washington 25, D. C. (1) Technical Standard Orders will refer ence performance provisions of recognized gov ernment specifications, or established industry specifications which have been found acceptable by the CAA. If no satisfactory specification exists, the Orders will include criteria prepared by the Administrator. In preparing criteria of this type, the Administrator will give con sideration to recommendations made by the industry. .(2) Minimum performance requirements established by the Civil Aeronautics Adminis tration and published in Technical Standard Orders will serve as a means by which materials, parts, processes, and appliances intended for use in certificated aircraft will be accepted. (3) TSO's set forth the minimum require ments for safety. Every effort will be made by the CAA to keep the requirements at the minimum levels of safety and TSO's will not be used to set forth "desirable" standards. (4) It will be the responsibility of the per son submitting a statement of conformance to the CAA, certifying that his product meets the requirements of the TSO, to conduct the neces sary tests demonstrating compliance therewith. This person will be held responsible for main taining quality control adequate to assure that products which he guarantees to meet the re quirements of a TSO do, in fact, meet these standards. The CAA will not formally ap prove such products as meeting the require ments of TSO's nor exercise direct inspection control over them. The statement of conform ance with the provisions of a Technical Standard Order normally will be accepted by the CAA as sufficient indication that the applicable re quirements have been fulfilled. Any TSO item which is modified must con tinue to comply with the requirements of the TSO; and the person authorizing the modifica tion will be responsible for such compliance. (d) Numbering of Technical Standard Orders. Each Technical Standard Order will be assigned a designation consisting of the letters "TSO," a series code letter "C" indicating aircraft ma terials, parts, processes, and appliances, and a serial number to be assigned in sequence for each of the TSO's issued in the "C" series, e. g., TSO-C-1, "Smoke Detectors." Revisions (Rev. 1/15/59) 10 AIRPLANE AIRWORTHINESS,- NORMAL, UTILITY, ACROBATIC CAM 3 are indicated by the addition of letters a, b, c, etc., after the number. . (CAR, Supp. 14, 17 F. R. 9065, Oct. 11, 1.952.) [3.18-3 Manufacturer (CAA interpretations which apply to sec. 3.18 (6)). For the purpose of accepting a statement of conformance for a Technical Standard Order Product, the word "manufacturer" is interpreted to mean a person who designs and fabricates by welding, cutting, drilling, forming, bolting, riveting, glueing, soldering, sewing, etc., a product. This, in cludes products which are composed in whole or in part of components of TSO products. One who merely cleans products or appliances or repairs them by replacing standard parts and/or by replacing components with identical ones is not considered to be the manufacturer. Nor is the distributor of another person's completed product considered to be the manu facturer.] (23 F. R. 10323, Dec. 25, 1958, effective Jan. 31, 1959.) £3.18-4 Products approved as a part of the airplane (CAA policies which apply to sec. 3.18), [(a) A material, part or appliance (herein after called product) may be approved as a part of the airplane type design under a type certificate or a supplemental type certificate. [ ( 1 ) If a Technical Standard Order cover ing the product is in effect, the applicant for approval should submit type design data show ing that the product meets the performance standards of the Technical Standard Order except that: [(i) Deviations from the performance standards m a y be allowed when the applicant for, or holder of, the type certificate or the supplemental type certificate substantiates that other performance standards are applicable for the product as installed in the airplane. Any deviation from standards prescribed in this part may be allowed only in accordance with section 3.10. [(2) Where no TSO covering the product exists, the applicant for approval should submit type design data showing compliance with all the requirements of this part which are appli cable to the product. [(3) Products previously approved by the CAA by means of letters of approval, Repair and Alteration Form ACA-337, or listing on CAA Product and Process Specifications will continue to be eligible for installation in aircraft unless the eligibility is restricted by applicable regulations or airworthiness directives issued under section 1,24 of this subchapter. [(b) Products approved as a part of the airplane type design under a type certificate should be identified by an airplane part number on the approved drawing list. [(c) Products approved as a part of the air plane under a supplemental type certificate should be identified by a part or drawing number on such certificate. [(d) Each TSO product that is approved as a part of the airplane should have the TSO identification removed and be identified as set forth in paragraph (b) or (c) of this section, whichever is applicable.] (23 F. R. 10323, Dec. 25, 1958, effective Jan. 31, 1959.) 3.19 Changes in type design. (For re quirements with regard to changes in type design and the designation of applicable regu lations therefor, see sees. 3.11 (d) and (e) and Part 1 of this subchapter.) 3.19-1 Changes of engines (CAA policies which apply to sec. 3.19). (a) There are currently available newly de signed engines of approximately the same size and weight as previously designed engines, but with considerable variations in power. It. is possible to interchange these engines with little or no installation changes, and although minor changes in engine weight may be involved, it will still be practical to operate the aircraft at the originally approved gross weight. Under section 3.185, the maneuvering load factor is not dependent upon engine power, and under section 3.184 the design airspeeds can be inde pendent of engine power. Therefore, a change which involves or permits a practical power in crease by exchange of engines shall be approved by the Administrator: Provided. That such exchange of engines is not accompanied by an increase in the gross weight of the aircraft, or an increase in placard speeds. Under those (Rev. 1/15/59) CAM 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , UTILITY, ACROBATIC 10-1 conditions it will not be necessary to restrict the maximum continuous horsepower by a placard because of the airplane speed limita tions since the latter are indicated on the speed placards. (b) Aircraft alterations involving weight or speed changes beyond those set forth above will be approved by the Administrator, if the applicant shows compliance with the applicable airworthiness requirements. (c) Under section 3.19, it will be necessary to require such investigations of local structure, weight and balance, power plant installations and flight tests as are normally involved in a change of engine type. However, every effort will be made by reference to data already on hand to minimize the amount of testing and structural analysis required of the applicant. (CAR, Supp. 10, 16 F. R. 3281, Apr. 1951. Redesig nated and amended by Supp. 14, 17 F. R. 9065, Oct. 11, 1952.) Airplane Categories 3.20 Airplane categories. (a) For the purpose of certification under this part, airplanes are divided upon the basis of their intended operation into the following categories: (1) Normal-suffix N. Airplanes in this category are intended for nonacrobatic, non- scheduled passenger, and nonscheduled cargo operation. (2) Utility-suffix U. Airplanes in this category are intended for normal operations and limited acrobatic maneuvers. These air planes are not suited for use in snap or inverted maneuvers. NOTE : The following interpretation of paragraph (a) (2) was issued May 15, 1947, 12 F. R. 3434; The phrase "limited acrobatic maneuvers" as used in sec tion 3.6 (now sec. 3.20) is interpreted to include steep turns, spins, stalls (except whip stalls), lazy eights, and chandelles. (3) Acrobatic-suffix A. Airplanes in this category will have no specific restrictions as to type of maneuver permitted unless the necessity therefor is disclosed by the required flight tests. (b) An airplane may be certificated under the requirements of a particular category, or in more than one category, provided that all of the requirements of each such category are met. Sections of this part which apply to only one or more, but not all, categories are identified in this part by the appropriate suffixes added to the section number, as indicated in paragraph (a) of this section. AH sections not identified by a suffix are applicable to all categories except as otherwise specified. 3.20-1 Approved maneuvers jot normal cate gory aircraft (CAA interpretations which apply to sec. 8.20). The phrase "nonacrobatic opera tion" as used in section 3.20 (a) (1) is inter preted to mean that type of operation in which the aircraft is limited to those maneuvers inci dental to normal flying and including stalls (except whip stalls) and turns in which the angle of bank is not in excess of 60°. (CAR, Supp. 10, 16 F. R. 3278, Apr. 14, 1951. Re designated and amended by Supp. 14, 17 F. R. 9065, Oct. 11, 1952.) 3.20-2 Approved limited acrobatic maneuvers for utility category aircraft (CAA interpretations which apply to sec. 8.20). The phrase "limited (Rev. 1/15/59) C A M 3 acrobatic maneuvers" as used in section 3.20 (a) (2) is interpreted to include spins (where approved for the particular type airplane) lazy eights, chandelles and steep turns in which the angle of bank is in excess of 60°. It is recognized that aircraft in this category are also capable of performing all normal maneuvers listed in section 3.20-1 for normal category air craft. Although it is possible in many airplanes to perform other acrobatic maneuvers, such as loops, without exceeding airspeed and strength limitations, inexperienced or uninstructed pilots are likely to get into difficulty. It is therefore considered unwise to label such maneuvers "approved" in the Airplane Flight Manual • (CAR, Supp. 10, 16 F R. 3278, Apr. 14, 1951. Re designated and amended b y Supp. 14, 17 F. R. 9065, Oct. 11, 1952.) Subpart B—-Flight Requirements General 3.61 Policy re proof of compliance. Compliance with the requirements specified in this subpart governing functional characteristics shall be demonstrated by suitable flight or other tests conducted upon an airplane of the type, or by calculations based upon the test data referred to above, provided that the results so obtained are substantially equal in accuracy to the results of direct testing. Compliance with each requirement must be provided at the critical combination of airplane weight and center of gravity position within the range of either for which certification is desired. Such compliance must be demonstrated by systematic investigation Of all probable weight and center of gravity combinations or must be reasonably inferable from such as are investi gated. 3.62 Flight test pilot. The applicant shall provide a person holding an appropriate pilot certificate to make the flight tests, but a desig nated representative of the Administrator may pilot the airplane insofar as that may be neces sary for the determination of compliance with the airworthiness requirements. 3.63 Noncompliance with test require ments. Official type tests will be discontinued until corrective measures have been taken by the applicant when either: 1 1 (a) The applicant's test pilot is unable or unwilling to conduct any of the required flight tests; or (b) Items of noncompliance with require ments are found which may render additional test data meaningless or are of such nature as to make further testing unduly hazardous. 3.64 Emergency egress. Adequate provi sions shall be made for emergency egress and use of parachutes by members of the crew during the flight tests. 3.65 Report. The applicant shall submit to the representative of the Administrator a report covering all computations and tests required in connection with calibration of instruments used for test purposes and correc tion of test results to standard atmospheric conditions. The representative of the Adminis trator will conduct any flight tests which he finds to be necessary in order to check the calibration and correction report. Weight Range and Center of Gravity 3.71 Weight and balance. (a) There shall be established, as a part of the type inspection, ranges of weight and cen ter of gravity within which the airplane may be safely operated. (b) When low fuel adversely affects balance or stability, the airplane shall be so tested as to simulate the condition existing when the amount of usable fuel on board does not exceed 1 gallon for every 12 maximum continuous horsepower of the engine or engines installed. 3.71-1 Weight and balance limitations for flight tests (CAA policies which apply to sec. •3:71 (a)): (a) Flight tests should be conducted at the maximum weight for which the airplane is to be certificated and at no time during the test should the weight exceed the following toler ances from the maximum weight: Tolerance Item (percent) General - + 5 ; —10. Flight characteristics, general + 5 ; —10. Flight characteristics, critical items affected • by weight + 5 ; — 1. (b) The forward and rearward center of gravity during flight test loading should be within a tolerance of 7 percent of the total travel for which the airplane is to be certificated. A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C (Rev. 3/15/57) 14 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C CAM 3 (a) the extremes selected by the applicant, or (b) the extremes for which the structure has been proven, or (c) the extremes for which compliance with all functional requirements were demonstrated, loading instructions shall be provided in the Airplane Flight Manual as specified in sections 3.777-3.780, 3.76-1 Center of gravity position (CAApolicies which apply to sec. 3.76). (a) It is suggested, that as wide a range of c. g. as practicable be investigated (using ballast if necessary) in the flight tests to provide for future changes in empty weight c. g. without rerunning tests or structural analysis. (h) Where practicable, the extreme c. g. positions should be investigated, both in struc tural design and flight tests in combination with maximum weight (using ballast if necessary) to make loading instructions as simple as possible, and also provide for future changes in empty weight c. g. and useful load. (c) In cases where the permissible c. g., posi tions vary with maximum weight, it is sug gested that a note be included in the loading instruction portion of the Airplane Flight Manual advising owners to contact the air plane manufacturer for new loading instructions when any change is made to the airplane which would appreciably affect the location of the empty weight c. g. or the useful load. (Supp. 10, 16 F. R. 3283, Apr. 14, 1951.) P e r f o r m a n c e R e q u i r e m e n t s General 3.80 Alternate performance require ments. The provisions of sections 3.84, 3.85, 3.86, and 3.112 (a) (2) (ii) shall not be applicable to airplanes having a maximum certificated take-off weight of 6,000 pounds or less. In lieu thereof, such airplanes shall comply with the provisions of sections 3.84a, 3.85a, 3.87, and 3.112(c). 3.81 Performance. The following items of performance shall be determined and the airplane shall comply with the corresponding requirements in standard atmosphere and still air. 3.82 Definition of stalling speeds. (a) Fg Q denotes the true indicated stalling speed, if obtainable, or the minimum steady flight speed at which the airplane is control lable, in miles per hour, with: (1) Engines idling, throttles closed (or not more than sufficient power for zero thrust), (2) Propellers in position normally used for take-off, (3) Landing gear extended, (4) Wing flaps in the landing position, (5) Cowl flaps closed, (6) Center of gravity in the most unfavor able position within the allowable landing range, (7) The weight of the airplane equal to the weight in connection with which V,0 is being used as a factor to determine a required per formance. (b) FS ] denotes the true indicated stalling speed, if obtainable, otherwise the calculated value in miles per hour, with: (1) Engines idling, throttles closed (or not more than sufficient power for zero thrust), (2) Propellers in position normally used for take-off, the airplane in all other respects (flaps, landing gear, etc.) in the particular con dition existing in the particular test in connec tion with which VS1 is being used, (3) The weight of the airplane equal to the weight in connection with which V n is being used as a factor to determine a required per formance. (c) These speeds shall be determined by flight tests using the procedure outlined in section 3.120. 3.82-1 "Zero thrust" {CAA interpretations which apply to sec. 3.82). As used in section 3.82 (a) (1) and (b) (1) the term "zero t h r u s t " contained in the phrase "engines idling, throttles closed (or not more than sufficient power for zero thrust)" is interpreted to permit "zero thrust at a speed not greater than 110 percent of the stalling speed." (Supp. 1, 12 P. R. 3434, May 28, 1947, as amended by Amdt. 1, 14 P. R. 36, Jan, 5, 1949.) 3.83 Stalling speed. VBtt at maximum weight shall not exceed 70 miles per hour for (1) single-engine airplanes and (2) multiengine airplanes which do not have the rate of climb with critical engine inoperative specified in section 3.85 (b). . (Rev. 9/15/57) C A M 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C 1 5 Takeoff 3.84 Takeoff. (a) The distance required to take off and climb oyer a 50-foot obstacle shall be deter mined under the following conditions: (1) Most unfavorable combination of weight and center of gravity location, (2) Engines operating within the approved limitations, (3) Cowl flaps in the position normally used for takeoff. (b) Upon obtaining a height of 50 feet above the level takeoff surface, the airplane shall have attained a speed of not less than 1.3 unless a lower speed of not less than Vs plus 5 can be shown to be safe under all conditions, including turbulence and complete engine failure. (c) The distance so obtained, the type of surface from which made, and the pertinent information with respect to the cowl flap position, the use of flight-path control devices and land ing gear retraction system shall be entered in the Airplane Flight Manual. The takeoff shall be made in such a manner that its repro duction shall not require an exceptional degree of skill on the part of the pilot or exceptionally favorable conditions. 3.84-1 Takeoff performance (CAA policies which apply to sec. $.84) • To meet the require ments of section 3.84 pertaining to certification of takeoff performance and to provide the Air plane Flight Manual performance data required in section 3.780 (a) (3) and (4), the following procedure may be used during official type tests: (a) The ground and climb distances may be determined separately and the corrected data pieced together (as is now done in the transport category). Thus, for the simplest procedure, the airplane would be accelerated on (or near) the ground with gear extended to a speed not less than 1.3F,i ; and a climb segment to the 50-foot height point with gear extended would be determined by saw-tooth climb data. If it is desired to assume retraction of the landing gear at an earlier point, such point should be assumed to occur not earlier than that which would be used in normal takeoff s. The accel eration to 1.3VSi should then be measured as above, with gear retraction being initiated at the selected speed. If gear retraction is com pleted before reaching 1.3V,, only one climb segment, with gear retracted, need be deter mined. If retraction is not completed during acceleration to 1.3Vt l , two climb segments should be determined; one with gear extended for the time period necessary to complete re traction; the second with gear Vetracted. The acceleration segment should be determined photographically, and a minimum of three trials should be made up to speeds equal to or greater then l.SVtl. NOTE : (CAA camera equipment may be obtained on a loan basis). (b) Based upon the CAA's experience to date, the test method outlined in paragraph (a) of this section has given the desired accuracy of results. It also provides suitable means for showing the approximate calculated effect of temperature and altitude upon climb (up to 7,000 feet). NOTE: It is permissible for other methods to be used in accomplishing these tests, providing that any method used is one which the average pilot may be reasonably expected to duplicate without use of unusual skill or experience, and one which produces equivalent accuracy. The operating procedure which must be followed to achieve the measured performance should in all cases be described in the Airplane Flight Manual. (c) The takeoiT and climb requirements of sections 3-84 and 3.85 were written to assure the airplane's ability to clear obstacles in- the vicinity of the airport. Consequently, the wing flap used for the airborne portion of the takeoff to the 50-foot height should not exceed that used for the "normal climb condition" of section 3.85 (a). However, if the applicant so desires, he may enter additional takeoff data in the Airplane Flight Manual in which the flap setting specified in section 3.84 or section 3.85 (a)'has been exceeded, provided the portion of the flight path beyond the 50-foot point which will cover the transition to normal climb configuration of section 3.85 (a), is also included. (Supp. 10, 16 F. R. 3283, Apr. 14, 1951.) 3.84-2 Measurement of seaplane takeoff dis tances (CAA interpretations which apply to sec. 3.84 (a ))- The standard starting point for the measurement of seaplane takeoff distances may be assumed to be the point at which the seaplane has attained an initial speed of three miles per hour during takeoff. (Supp. 10, 16 F. R. 3283, Apr. 14, 1951.) 1 6 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C CAM 3 3.84-3 Takeoff speed (CAA interpretations which apply to sec. 3.84 $))• 1 -3 X VH or Vx -f-5 speed should be used for takeoff even if throt tling back is necessary to prevent exceeding r. p. m. limits. (Supp. 10, 16 F. R. 3283, Apr. 14, 1951.) 3.84a Takeoff requirements; airplanes of 6,000 lbs. or less. Airplanes having a max imum certificated takeoff weight of 6,000 lbs. or less shall comply with the provisions of this section. (a) The elevator control for tail wheel type airplanes shall be sufficient to maintain at a speed equal to 0.8 Vn an airplane attitude which will permit holding the airplane on the runway until a safe takeoff speed is attained. (b) The elevator control for nose wheel type airplanes shall be sufficient to raise the nose wheel clear of the takeoff surface at a speed equal to 0.85 VS1. (c) The characteristics prescribed in para graphs (a) and (b) of this section shall be demonstrated with: (1) Takeoff power, (2) Most unfavorable weight, (3) Most unfavorable c. g. position. (d) It shall be demonstrated that the airplane will take off safely without requiring an excep tional degree of piloting skill. Climb 3.85 Climb. (a) Normal climb condition. The steady rate of climb at sea level shall be at least 300 feet per minute, and the steady angle of climb at least 1:12 for landplanes or 1:15 for sea planes with: (1) Not more than maximum continuous power on all engines, (2) Landing gear fully retracted, (3) "Wing flaps in take-off position, (4) Cowl flaps in the position used in cooling tests specified in sections 3.581-3.596. (b) Climb with inoperative engine. All multiengine airplanes having a stalling speed Vso greater than 70 miles per hour or a maxi mum weight greater than ,6,000 pounds shall have a steady rate of climb of at least 0.02 V,* in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and: (1) The remaining engines operating at not more than maximum continuous power, (2) The inoperative propeller in the min imum drag position, (3) Landing gear retracted, (4) Wing flaps in the most favorable position, (5) Cowl flaps in the position used in cool ing tests specified in sections 3.581-3.596. (c) Balked landing conditions. The steady angle of climb at sea level shall be at least 1:30 with: (1) Take-off power on all engines, (2) Landing gear extended, (3) Wing flaps in landing position. If rapid retraction is possible with safety with out loss of altitude and without requiring sud den changes of angle of attack or exceptional skill on the part of the pilot, wing flaps may be retracted. 3.85-1 Rate of climb (CAA policies which apply to sec. 3.85). To meet the requirements of section 3.85 it is necessary that a suitable method be employed for the purpose of de termining the rates of climb. The Administrator will accept the following procedure for this purpose: This method of obtaining rates of climb is through the derivation of a polar curve ob tained from a series of saw-tooth climbs at various speeds. When saw-tooth climbs are employed, a minimum of five different speeds is required. However, demonstration climbs to prove the article meets the minimum climb requirement may be made at one given air speed. In such cases, the minimum number of climbs at one air speed shall be not less than three. This may not be interpreted to mean the best three of a number of climbs. In the event additional climbs are made the average of the total shall be the value to be accepted. I t shall be permissible, however, to discard any climbs which are obviously in error due to such factors as turbulent air. (Supp. 1, 12 F . R. 3434, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949.) 3.85-2 "Normal climb" and "cooling test procedure for single-engine airplanes" (CAA interpretations which apply to sec. 3.85). In connection with any application to have an air- CAM 3 A I R P L A N E A I R W O R T H I N E S S ; N O R M A L , U T I L I T Y , A C R O B A T I C 1 7 craft certified for airworthiness under a com bination of the requirements of this part and Part 4a of this subchapter as authorized by the provisions of section 3.2, the items of "normal climb" (sec. 3.85 (a)) and "cooling test pro cedure for single-engine airplanes" (sec. 3.586), shall be construed by the Admi listrator as "related items," (Supp. 1, 12 F. R. 3435,. May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949.) E.85-3 "Rapid retraction" (CAA interpreta tions which apply to sec. S.85). The Adminis trator will consider retraction of flaps in 2 seconds or less as compliance with the factor of "rapid retraction" as that phrase is used in section 3.85 (c). (Supp. 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 14 F. R. 36, Jan. 5, 1949.) 3.85-4 Weight for items of performance and flight characteristics (CAA interpretations which apply to sec. 8.85). For multiengine airplanes in which the design landing weight (sec. 3.242) is less than the maximum weight (sec. 3.74) for which certification is desired, the weight for items of performance and flight characteristics shall he construed by the Administrator as the maximum weight defined in section 3.74. Such items of performance and flight characteristics shall consist of balked landing (climb) condi tions (sec. 3.74), landing over 50-foot obstacles (sec. 3.86), and all flight characteristics tests in the landing configuration. The design weight covered in section 3.242 is intended for use for structural design purposes only. (Supp: 1, 12 F. R. 3435, May 28, 1947, as amended by Amdt. 1, 1 4 F. R. 36, Jan. 5, 1949.) 3.85-5 Low-pitch propeller setting in normal climb position {CAA interpretations which apply to sec. 3.85 (a)). (a) In the event an airplane has: (1) An engine for which the takeoff and maximum continuous power ratings are identi cal, and (2) A fixed-pitch, two-position or similar type propeller, then the regulations provide that the best rate of climb speed specified in section 3.85 (a) for normal climb should be determined with the low-pitch propeller setting which would restrain the engine to an r. p. m. at full throttle not exceeding its permissible takeoff r. p. m. (see sec. 3.419 (a)). (b) A relaxation of the propeller pitch setting requirement stipulated by section 3.419 (a) may be granted, however, for an airplane falling into the foregoing classification, when it shows a marginal item of performance as, for example, when it can meet the rate of climb requirement of section 3.85 (a) for normal climb, but may have difficulty in meeting the angle of climb require ments of se