CS VLA Amdt 1 Combined

CONTENTS (Layout) CS–VLA VERY LIGHT AEROPLANES BOOK 1 – AIRWORTHINESS CODE SUBPART A — GENERAL SUBPART B — FLIGHT SUBPART C — STRUCTURE SUBPART D — DESIGN AND CONSTRUCTION SUBPART E — POWERPLANT SUBPART F — EQUIPMENT SUBPART G — OPERATING LIMITATIONS AND INFORMATION APPENDICES: A, B, C and F BOOK 2 – ACCEPTABLE MEANS OF COMPLIANCE (AMC): 1-0-2 BOOK 1 CS-VLA

EASA Certification Specifications

for

Very Light Aeroplanes

CS-VLA

Book 1

Airworthiness code

1-0-1 CS-VLA PREAMBLE CS-VLA Amendment 1 Effective: 05/03/2009 The following is a list of paragraphs affected by this amendment.

Book 1 Subpart D • CS-VLA.783 Amended (NPA 2008-11) • CS-VLA 807 Amended (NPA 2008-11) Book 2 Subpart D • AMC VLA.807(a) Created (NPA 2008-11) P-1

BOOK 1 CS-VLA SUBPART A – GENERAL CS-VLA 1 Applicability This airworthiness code is applicable to aeroplanes with a single engine (spark- or compression-ignition) having not more than two seats, with a Maximum Certificated Take-off Weight of not more than 750 kg and a stalling speed in the landing configuration of not more than 83 km/h (45 knots)(CAS), to be approved for day-VFR only. (See AMC VLA 1).

CS-VLA 3 Aeroplane categories This CS-VLA applies to aeroplanes intended for non-aerobatic operation only. Non-aerobatic operation includes - (a) Any manoeuvre incident to normal flying; (b) Stalls (except whip stalls); and (c) Lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60° 1–A–1

CS-VLA BOOK 1 SUBPART B – FLIGHT GENERAL (ii) The design maximum weight, which is the highest weight at CS-VLA 21 Proof of compliance which compliance with each applicable structural loading condition of this CS- (a) Each requirement of this subpart must VLA is shown; or be met at each appropriate combination of weight and centre of gravity within the range of (iii) The highest weight at which loading conditions for which certification is compliance with each applicable flight requested. This must be shown – requirement of this CS-VLA is shown.

(1) By tests upon an aeroplane of the (2) Assuming a weight of 86 kg for type for which certification is requested, or by each occupant of each seat, not less than the calculations based on, and equal in accuracy weight with – to, the results of testing; and (i) Each seat occupied, full (2) By systematic investigation of quantity of oil, and at least enough fuel each probable combination of weight and for one hour of operation at rated centre of gravity, if compliance cannot be maximum continuous power; or reasonably inferred upon combinations (ii) One pilot, full quantity of investigated.

oil, and fuel to full tank capacity.

(b) The following general tolerances are (b) Minimum weight . The minimum weight allowed during flight testing. However, greater (the lowest weight at which compliance with tolerances may be allowed in particular tests.

each applicable requirement of this CS-VLA is Item Tolerance shown) must be established so that it is not more Weight +5% ,-10% than the sum of – Critical items affected by weight +5%, -1% (1) The empty weight determined C.G. ±7% total travel.

under CS-VLA 29; (c) Substantiation of the data and (2) The weight of the pilot (assumed characteristics to be determined according to this as 55 kg); and subpart may not require exceptional piloting skill, alertness or exceptionally favourable (3) The fuel necessary for one half conditions. (See AMC VLA 21(c).) hour of operation at maximum continuous power.

(d) Consideration must be given to significant variations of performance and in- flight characteristics caused by rain and the CS-VLA 29 Empty weight and accumulation of insects. (See AMC VLA 21(d).) corresponding centre of gravity CS-VLA 23 Load distribution limits (a) The empty weight and corresponding centre of gravity must be determined by Ranges of weight and centres of gravity weighing the aeroplane with – within which the aeroplane may be safely operated must be established and must include (1) Fixed ballast; the range of lateral centres of gravity if possible (2) Unusable fuel determined under loading conditions can result in significant CS-VLA 959; and variation of their positions. (See AMC VLA 23.)

(3) Full operating fluids, including - CS-VLA 25 Weight limits (i) Oil; (a) Maximum weight . The maximum (ii) Hydraulic fluid; and weight is the highest weight at which compliance (iii) Other fluids required for with each applicable requirement of this CS- operation of aeroplane systems, VLA is shown. The maximum weight must be established so that it is - (b) The condition of the aeroplane at the time of determining empty weight must be one (1) Not more than - that is well defined and can be easily repeated.

(i) The highest weight selected by the applicant; 1–B–1 CS-VLA BOOK 1 CS-VLA 33 Propeller speed and pitch (CAS), at which the aeroplane is controllable, limits with the – (a) Propeller speed and pitch must be (1) Power condition set forth in limited to values that ensure safe operation under subparagraph (c); normal operating conditions.

(2) Propeller in the take-off position; (b) Propellers that cannot be controlled in (3) Landing gear extended; flight must meet the following requirements: (4) Wing flaps in the landing position; (1) During take-off and initial climb at V , the propeller must limit the engine (5) Cowl flaps closed; Y rotational speed at full throttle to a value not (6) Centre of gravity in the most greater than the maximum allowable take-off unfavourable position within the allowable rotational speed, and range; and (2) During a glide at V with throttle NE (7) Maximum weight.

closed or the engine inoperative, provided this has no detrimental effect on the engine, the (b) V may not exceed 83 km/h (45 knots) S0 propeller must not permit the engine to (CAS).

achieve a rotational speed greater than 110% (c) V is the stalling speed, if obtainable, S1 of the maximum continuous speed.

or the minimum steady speed, in km/h (knots), (c) A propeller that can be controlled in (CAS) at which the aeroplane is controllable flight but does not have constant speed controls with – must be so designed that – (1) Engine idling, throttle closed; (1) Sub-paragraph (b)(1) is met with (2) Propeller in the take-off position; the lowest possible pitch selected, and (3) Aeroplane in the condition (2) Sub-paragraph (b)(2) is met with existing in the test in which V is being used; S1 the highest possible pitch selected.

and (d) A controllable pitch propeller with (4) Maximum weight.

constant speed controls must comply with the following requirements: (d) V and V must be determined by S0 S1 flight tests, using the procedure specified in CS- (1) With the governor in operation, VLA 201.

there must be a means to limit the maximum engine rotational speed to the maximum allowable take-off speed, and CS-VLA 51 Take-off (2) With the governor inoperative, (a) The distance required to take-off from a there must be a means to limit the maximum dry, level, hard surface and climb over a 15 engine rotational speed to 103% of the metre obstacle must be determined and must not maximum allowable take-off speed with the exceed 500 metres.

propeller blades at the lowest possible pitch (b) This must be determined, in a rational and the aeroplane stationary with no wind at and conservative manner, with – full throttle position.

(1) The engine operating within approved operating limitations; and PERFORMANCE (2) The cowl flaps in the normal take- off position.

CS-VLA 45 General (c) Upon reaching a height of 15 metres Unless otherwise prescribed, the performance above the take-off surface level, the aeroplane requirements of this CS-VLA must be met for must have reached a speed of not less than 1.3 still air and a standard atmosphere, at sea level.

V .

S1 (See AMC VLA 45.)

(d) The starting point for measuring take- off distance must be at rest except for seaplanes CS-VLA 49 Stalling speed and amphibians where it may be a point at which (a) V is the stalling speed, if obtainable, S0 a speed of not more than 5,6 km/h (three knots) or the minimum steady speed, in km/h (knots) is reached.

1–B–2 CS-VLA BOOK 1 CS-VLA 65 Climbs FLIGHT CHARACTERISTICS The steady rate of climb must be at least 2m/sec with – CS-VLA 141 General (a) Not more than take-off power; The aeroplane must meet the requirements of CS-VLA 143 to 251 at the normally expected (b) Landing gear retracted; operating altitudes.

(c) Wing flaps in take-off position; and (d) Cowl flaps in the position used in the CONTROLLABILITY AND cooling tests. MANOEUVRABILITY CS-VLA 75 Landing CS-VLA 143 General The horizontal distance necessary to land and (a) The aeroplane must be safely come to a complete stop (or to a speed of controllable and manoeuvrable during – approximately 5,6 km/h (3 knots) for water (1) Take-off; landings of seaplanes and amphibians) from a point 15 m above the landing surface must be (2) Climb; determined as follows: (3) Level flight; (a) A steady gliding approach with a (4) Descent; and calibrated airspeed of at least 1.3 V must be S1 maintained down to the 15 m height.

(5) Landing (power on and power off) with the wing flaps extended and retracted.

(b) The landing must be made without excessive vertical acceleration or tendency to (b) It must be possible to make a smooth bounce, nose over, ground loop, porpoise, or transition from one flight condition to another water loop.

(including turns and slips) without danger of exceeding the limit load factor, under any (c) It must be shown that a safe transition to probable operating condition.

the balked landing conditions of CS-VLA 77 can be made from the conditions that exist at the 15 (c) If marginal conditions exist with regard m height.

to required pilot strength, the 'strength of pilots' limits must be shown by quantitative tests. In no case may the limits exceed those prescribed in CS-VLA 77 Balked landing the following table: For balked landings, it must be possible to maintain - (a) A steady angle of climb at sea level of at least 1:30; or (b) Level flight at an altitude of 915 m ( 3 000 ft) and at a speed at which the balked landing transition has been shown to be safe, with – (1) Take-off power; (2) The landing gear extended; and (3) The wing flaps in the landing position, except that if the flaps may be safely retracted in two seconds or less, without loss of altitude and without sudden changes of angle of attack or exceptional piloting skill, they may be retracted.

1–B–3 CS-VLA BOOK 1 (a) At a speed 9.3 km/h (5 knots) less than the speed used in complying with CS-VLA 75 Values in daN of force Pitch Roll Yaw Flaps, and with the aeroplane in trim or as nearly as as applied to the Trim tabs, possible in trim; controls landing (b) With neither the trimming control being gear etc moved throughout the manoeuvre nor the power (a) For temporary being increased during the landing flare; and application: Stick----------------- - 20 10 ------ (c) With power off.

Wheel (applied to 25 20 ------ rim)------------------ - CS-VLA 155 Elevator control forces in Rudder pedal ------- - ------ ------ 40 manoeuvres Other controls------ - ------ ------ ------ 20 (b) For prolonged The elevator control forces during turns or application --------- - 2 1·5 10 when recovering from manoeuvres must be such that an increase in control forces is needed to cause an increase in load factor. It must be CS-VLA 145 Longitudinal Control shown by flight measurements that the stick (a) It must be possible at any speed below force per ‘g’ is such that the stick force to 1·3 V , to pitch the nose downwards so that a S1 achieve the positive limit manoeuvring load speed equal to 1-3 V can be reached promptly. factor is not less than 7 daN in the clean S1 configuration.

(1) This must be shown with the aeroplane in all possible configurations, with power on at maximum continuous power and CS-VLA 157 Rate of roll power idle, and with the aeroplane trimmed at (a) Take-off. It must be possible, using a 1·3 V .

S1 favourable combination of controls, to roll the (b) It must be possible throughout the aeroplane from a steady 30 degree banked turn appropriate flight envelope to change the through an angle of 60 degrees, so as to reverse configuration (landing gear, wing flaps etc ...) the direction of the turn within 5 seconds from without exceeding the pilot forces defined in CS- initiation of roll with – VLA 143(c).

(1) Flaps in the take-off position; (c) It must be possible to raise the nose at (2) Landing gear retracted; V at all permitted c.g. positions and engine DF (3) Maximum take-off power; and powers.

(4) The aeroplane trimmed at 1·2 V , (d) It must be possible to maintain steady S1 or as nearly as possible in trim for straight straight flight and transition into climbs, flight.

descents, or turning flight, without exceeding the forces defined in CS-VLA 143(c).

(b) Approach. It must be possible, using favourable combination of controls, to roll the (e) It must be possible to maintain aeroplane from a steady 30 degree banked turn approximately level flight when flap retraction through an angle of 60 degrees, so as to reverse from any position is made during steady the direction of the turn within 4 seconds from horizontal flight at 1·1 V with simultaneous S1 initiation of roll with - application of not more than maximum continuous power.

(1) Flaps extended; (f) For any trim setting required under CS- (2) Landing gear extended; VLA 161(b)(l) it must be possible to take-off, (3) Engine operating at idle power and climb, descend and land the aeroplane in engine operating at the power for level flight; required configurations with no adverse effect and and with acceptable control forces.

(4) The aeroplane trimmed at 1·3 V .

S1 CS-VLA 153 Control during landings It must be possible, while in the landing configuration, to safely complete a landing following an approach to land- 1–B–4 CS-VLA BOOK 1 TRIM force is slowly released at any speed within the speed range specified in sub-paragraph (a) of this paragraph.

CS-VLA 161 Trim (c) The stick force must vary with speed so (a) Lateral and directional trim. In level that any substantial speed change results in a flight at 0·9 V or V (whichever is lower) the H C stick force clearly perceptible to the pilot. (See aeroplane must remain in trimmed condition AMC VLA 173 and AMC VLA 175.)

around roll and yaw axis with respective controls free. (V is maximum speed in level flight with H maximum continuous power.) CS-VLA 175 Demonstration of static longitudinal stability (b) Longitudinal trim Static longitudinal stability must be shown as (1) The aeroplane must maintain follows: longitudinal trim in level flight at any speed (a) Climb. The stick force curve must have a from 1·4 V to 0·9 V or V (whichever is S1 H C stable slope, at speeds between 15% above and lower).

below the trim speed, with – (2) The aeroplane must maintain (1) Flaps in the climb position; longitudinal trim during - (2) Landing gear retracted; (i) A climb with maximum continuous power at a speed V with Y (3) At least 75% of maximum landing gear and wing flaps retracted, continuous power; and (ii) A descent with idle power at (4) The aeroplane trimmed for V , Y a speed of 1·3 V with landing gear S1 except that the speed need not be less' than extended, and Wing flaps in the landing 1·4 V or the speed used for showing S1 position.

compliance to the powerplant cooling requirement of CS-VLA 1041.

STABILLTY (b) Cruise. The stick force curve must have a stable slope with a range of 15% of the trim speed, but not exceeding the range from 1·3 V CS-VLA 171 General S1 to V , with – NE The aeroplane must be longitudinally, directionally, and laterally stable under CS-VLA (1) Flaps retracted; 173 to 181. In addition, the aeroplane must show (2) Landing gear retracted; suitable stability and control 'feel' (static stability) in any condition normally encountered (3) 75% of maximum continuous in service, if flight tests show it is necessary for power; and safe operation.

(4) The aeroplane trimmed for level flight.

CS-VLA 173 Static longitudinal stability (c) Approach and landing . The stick force Under the conditions specified in CS-VLA curve must have a stable slope at speeds 175 and with the aeroplane trimmed as indicated, throughout the range of speeds between 1·1 V S1 the characteristics of the elevator control forces and V or 1·8 V if there is no V , with – FE S1 FE and the friction within the control system must (1) Wing flaps in the landing position; be as follows: (2) Landing gear extended; (a) A pull must be required to obtain and maintain speeds below the specified trim speed (3) Power idle; and and a push required to obtain and maintain (4) The aeroplane trimmed at 1·3 V .

speeds above the specified trim speed. This must S1 (See AMC VLA 173 and AMC VLA 175.)

be shown at any speed that can be obtained, except that speeds requiring a control force in excess of 18 daN, or speeds above the maximum allowable speed or below the minimum speed for steady unstalled flight, need not be considered.

(b) The airspeed must return to within ±10% of the original trim speed when the control 1–B–5 CS-VLA BOOK 1 CS-VLA 177 Static directional and (1) The directional stability of the lateral aeroplane must be shown by showing that, in each configuration, it can be rapidly rolled (a) Three-control aeroplanes . The stability from a 45° bank in one direction to a 45° bank requirements for three-control aeroplanes are as in the opposite direction without showing follows: dangerous skid characteristics.

(1) The static directional stability, as (2) The lateral stability of the shown by the tendency to recover from a skid aeroplane must be shown by showing that it with the rudder free, must be positive for any will not assume a dangerous attitude or speed landing gear and flap position appropriate to when the controls are abandoned for two the take-off, climb, cruise, and approach minutes. This must be done in moderately configurations. This must be shown with smooth air with the aeroplane trimmed for power up to maximum continuous power, and straight level flight at 0-9 V or V , H C at speeds from 1·2 V up to maximum S1 whichever is lower, with flaps and landing allowable speed for the condition being gear retracted, and with a rearward centre of investigated. The angle of skid for these tests gravity.

must be appropriate to the type of aeroplane.

At larger angles of skid up to that at which full rudder is used or a control force limit in CS-VLA 181 Dynamic stability CS-VLA 143 is reached, whichever occurs (a) Any short period oscillation not first, and at speeds from 1·2 V to V , the S1 A including combined lateral-directional rudder pedal force must not reverse.

oscillations occurring between the stalling speed (2) The static lateral stability, as and the maximum allowable speed appropriate to shown by the tendency to raise the low wing the configuration of the aeroplane must be in a slip, must be positive for any landing gear 'heavily damped with the primary controls – and flap positions. This must be shown with (1) Free; and power up to 75% of maximum continuous power at speeds above 1·2 V , up to the (2) In a fixed position S1 maximum allowable speed for the (b) Any combined lateral-directional configuration being investigated. The static oscillations ('Dutch roll') occurring between the lateral stability may not be negative at 1·2 V .

S1 stalling speed and the maximum allowable speed The angle of slip for these tests must be appropriate to the configuration of the aeroplane appropriate to the type of aeroplane, but in no must be damped to 1/10 amplitude in 7 cycles case may the slip angle be less than that with the primary controls – obtainable with 10° of bank.

(1) Free; and (3) In straight, steady slips at 1·2 V S1 for any landing gear and flap positions, and (2) In a fixed position.

for power conditions up to 50% of maximum continuous power, the aileron and rudder STALLS control movements and forces must increase steadily (but not necessarily in constant proportion) as the angle of slip is increased up CS-VLA 201 Wings level stall to the maximum appropriate to the type of (a) For an aeroplane with independently aeroplane. At larger slip angles up to the controlled roll and directional controls, it must angle at which full rudder or aileron control is be possible to produce and to correct roll by used or a control force limit contained in CS- unreversed use of the rolling control and to VLA 143 is obtained, the rudder pedal force produce and to correct yaw by unreversed use of may not reverse. Enough bank must the directional control, up to the time the accompany slipping to hold a constant aeroplane stalls.

heading. Rapid entry into, or recovery from, a maximum slip may not result in (b) For an aeroplane with interconnected uncontrollable flight characteristics.

lateral and directional controls (2 controls) and for an aeroplane with only one of these controls, (b) Two-control (or simplified control) it must be possible to produce and correct roll by aeroplanes. The stability requirements for two- unreversed use of the rolling control without control aeroplanes are as follows: producing excessive yaw, up to the time the aeroplane stalls.

1–B–6 CS-VLA BOOK 1 (c) The wing level stall characteristics of CS-VLA 203 Turning flight and the aeroplane must be demonstrated in flight as accelerated stalls follows: The aeroplane speed must be reduced Turning flight and accelerated stalls must be with the elevator control until the speed is demonstrated in tests as follows: slightly above the stalling speed, then the (a) Establish and maintain a coordinated turn elevator control must be pulled back so that the in a 30 degree bank. Reduce speed by steadily rate of speed reduction will not exceed 1,9 km/h and progressively tightening the turn with the (one knot) per second until a stall is produced, as elevator until the aeroplane is stalled or until the shown by an uncontrollable downward pitching elevator has reached its stop. The rate of speed motion of the aeroplane, or until the control reduction must be constant, and - reaches the stop. Normal use of the elevator control for recovery is allowed after the (1) For a turning flight stall, may not aeroplane has stalled.

exceed 1,9 km/h (one knot) per second; and (d) Except where made inapplicable by the (2) For an accelerated stall, be 5,6 to special features of a particular type of aeroplane, 9,3 km/h (3 to 5 knots) per second with the following apply to the measurement of loss steadily increasing normal acceleration.

of altitude during a stall (b) When the stall has fully developed or (1) The loss of altitude encountered in the elevator has reached its stop, it must be the stall (power on or power off) is the change possible to regain level flight by normal use of in altitude (as observed on the sensitive controls and without – altimeter testing installation) between the altitude at which the aeroplane pitches and the (1) Excessive loss of altitude; altitude at which horizontal fight is regained.

(2) Undue pitchup; (2) If power or thrust is required (3) Uncontrollable tendency to spin; during stall recovery the power or thrust used must be that which would be used under the (4) Exceeding 60 degree of roll in normal operating procedures selected by the either direction from the established 30 degree applicant for this manoeuvre. However, the bank; and power used to regain level flight may not be (5) For accelerated entry stalls, applied until flying control is regained.

without exceeding the maximum permissible (e) During the recovery part of the speed or the allowable limit load factor.

manoeuvre, it must be possible to prevent more (c) Compliance with the requirements of than 15 degrees of roll Or yaw by the normal use this paragraph must be shown with – of controls.

(1) Wing Flaps : Retracted and fully (f) Compliance with the requirements of extended for turning flight and accelerated this paragraph must be shown under the entry stalls, and intermediate, if appropriate, following conditions: for accelerated entry stalls; (1) Wing Flaps : Full up, full down and (2) Landing Gear : Retracted and intermediate, if appropriate.

extended; (2) Landing Gear : Retracted and (3) Cowl Flaps : Appropriate to extended.

configuration; (3) Cowl Flaps : Appropriate to (4) Power : 75% maximum continuous configuration.

power; and (4) Power : Power or thrust off, and (5) Tri m: 1·5 V or minimum trim S1 75% maximum continuous power or thrust.

speed, whichever is higher.

(5) Trim : 1·5 V or at the minimum S1 trim speed, whichever is higher.

CS-VLA 207 Stall warning (6) Propeller : Full increase rpm (a) There must be a clear and distinctive position for the power off condition. (See stall warning, with the flaps and landing gear in AMC VLA 201.)

any normal position, in straight and turning flight.

1–B–7 CS-VLA BOOK 1 (b) The stall warning may be furnished GROUND AND WATER HANDLING either through the inherent aerodynamic qualities CHARACTER ISTICS of the aeroplane or by a device that will give clearly distinguishable indications under CS-VLA 231 Longitudinal stability and expected conditions of flight. However, a visual control stall warning device that requires the attention of the crew within the cockpit is not acceptable by (a) A landplane may have no uncontrollable itself. tendency to nose over in any reasonably expected operating condition, including rebound (c) The stall warning must begin at a speed during landing or take-off. Wheel brakes must exceeding the stalling speed by a margin of not operate smoothly and may not induce any undue less than 9,3 km/h (5 knots), but not more than tendency to nose over.

18,5 km/h (10 knots) and must continue until the stall occurs. (b) A seaplane or amphibian may not have dangerous or uncontrollable porpoising characteristics at any normal operating speed on SPINNING the water.

CS-VLA 221 Spinning CS-VLA 233 Directional stability and (a) The aeroplane must be able to recover control from a one-turn spin or a 3-second spin, (a) There may be no uncontrollable ground whichever takes longer, in not more than one or water looping tendency in 90° cross winds, up additional turn, with the controls used in the to a wind velocity of 18.5 km/h (10 knots) at manner normally used for recovery. In addition – any speed at which the aeroplane may be (1) For both the flaps-retracted and expected to be operated on the ground or water.

flaps-extended conditions, the applicable (b) A landplane must be satisfactorily airspeed limit and positive limit manoeuvring controllable, without exceptional piloting skill or load factor may not be exceeded; alertness, in power-off landings at normal (2) There may be no excessive back landing speed, without using brakes or engine pressure during the spin or recovery; and power to maintain a straight path.

(3) It must be impossible to obtain (c) The aeroplane must have adequate uncontrollable spins with any use of the directional control during taxying.

controls.

For the flaps-extended condition, the flaps may CS-VLA 235 Taxying condition be retracted during recovery.

The shock-absorbing mechanism may not (b) Aeroplanes ‘characteristically damage the structure of the aeroplane when the incapable of spinning’ . If it is desired to aeroplane is taxied on the roughest ground that designate an aeroplane as ‘characteristically may reasonably be expected in normal operation.

incapable of spinning’, this characteristic must be shown with - CS-VLA 239 Spray characteristics (1) A weight five percent more than Spray may not dangerously obscure the vision the highest weight for which approval is of the pilots or damage the propeller or other requested; parts of a seaplane or amphibian at any time during taxying, take-off, and landing.

(2) A centre of gravity at least three percent of the mean aerodynamic chord aft of the rearmost position for which approval is MISCELLANEOUS FLIGHT REQUIREMENTS requested; (3) An available elevator up-travel 4° CS-VLA 251 Vibration and buffeting in excess of that to which the elevator travel is Each part of the aeroplane must be free from to be limited for approval; and excessive vibration under any appropriate speed (4) An available rudder travel, 7° in and power conditions up to at least the minimum both directions, in excess of that to which the value of V allowed in CS-VLA 335. In D rudder travel is to be limited for approval.

addition, there may be no buffeting, in any normal flight condition, severe enough to 1–B–8 CS-VLA BOOK 1 interfere with the satisfactory control of the aeroplane, cause excessive fatigue to the pilot, or result in structural damage. Stall warning buffeting within these limits is allowable.

1–B–9

CS-VLA BOOK 1 SUBPART C – STRUCTURE GENERAL are acceptable if the design load conditions have been simulated. (See AMC VLA 307 (a).)

CS-VLA 301 Loads (b) Certain parts of the structure must be tested as specified in Subpart D.

(a) Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service) and ultimate loads (limit FLIGHT LOADS loads multiplied by prescribed factors of safety).

Unless otherwise provided, prescribed loads are CS-VLA 321 General limit loads.

(a) Flight load factors represent the ratio of (b) Unless otherwise provided, the air, the aerodynamic force component (acting normal ground, and water loads must be placed in to the assumed longitudinal axis of the equilibrium with inertia forces, considering each aeroplane) to the weight of the aeroplane. A item of mass in the aeroplane. These loads must positive flight load factor is one in which the be distributed to conservatively approximate or aerodynamic force acts upward, with respect to closely represent actual conditions.

the aeroplane.

(c) If deflections under load would (b) Compliance with the flight load require- significantly change the distribution of external ments of this subpart must be shown - or internal loads, this redistribution must be taken into account. (1) At each critical altitude within the range in which the aeroplane may be expected (d) Simplified structural design criteria to operate; given in this Subpart C and its appendices may be used only for aeroplanes with conventional (2) At each practicable combination of configurations. If Appendix A is used, the entire weight and disposable load within the appendix must be substituted for the operating limitations specified in the Flight corresponding paragraphs of this subpart, i.e. Manual.

CS-VLA 321 to 459.(See CS VLA 301 (d).)

CS-VLA 331 Symmetrical flight CS-VLA 303 Factor of safety conditions Unless otherwise provided, a factor of safety (a) The appropriate balancing horizontal tail of 1·5 must be used.

load must be accounted for in a rational or conservative manner when determining the wing loads and linear inertia loads corresponding to CS-VLA 305 Strength and deformation any of the symmetrical flight conditions (a) The structure must be able to support specified in CS-VLA 331 to 345.

limit loads without detrimental, permanent (b) The incremental horizontal tail loads deformation. At any load up to limit loads, the due to manoeuvring and gusts must be reacted by deformation may not interfere with safe the angular inertia of the aeroplane in a rational operation.

or conservative manner.

(b) The structure must be able to support ultimate loads without failure for at least three CS-VLA 333 Flight envelope seconds. However, when proof of strength is shown by dynamic tests simulating actual load (a) General . Compliance with the strength conditions, the three second limit does not apply.

requirements of this subpart must be shown at any combination of airspeed and load factor on and within the boundaries of a flight envelope CS-VLA 307 Proof of structure (similar to the one in sub-paragraph (d) of this (a) Compliance with the strength and paragraph) that represents the envelope of the deformation requirements of CS-VLA 305 must flight loading conditions specified by the be shown for each critical load condition.

manoeuvring and gust criteria of sub-paragraphs Structural analysis may be used only if the (b) and (c) of this paragraph respectively.

structure conforms to those for which experience (b) Manoeuvring envelope . Except where has shown this method to be reliable. In other limited by maximum (static) lift coefficients, the cases, substantiating load tests must be made.

aeroplane is assumed to be subjected to Dynamic tests, including structural flight tests, 1–C–1 CS-VLA BOOK 1 (ii) Positive and negative gusts symmetrical manoeuvres resulting in the of 7·62 m/s at V must be considered. following limit load factors: D (2) The following assumptions must (1) The positive manoeuvring load be made: factor specified in CS-VLA 337 at speeds up to V ; D (i) The shape of the gust is – (2) The negative manoeuvring load π S 2 U de ⎞ ⎛ factor specified in CS-VLA 337 at V ; and C − = cos 1 U ⎟ ⎜ C 25 ⎠ ⎝ (3) Factors varying linearly with speed from the specified value at V to 0·0 at C where- V .

D S = distance penetrated into gust (m); ( c) Gust envelope C = mean geometric chord of wing (m); and (1) The aeroplane is assumed to be subjected to symmetrical vertical gusts in U = derived gust velocity referred to in sub- de level flight. The resulting limit load factors paragraph (c)(l) (m/s) must correspond to the conditions determined (ii) Gust load factors vary as follows: linearly with speed between V and V .

C D (i) Positive (up) and negative (down) gusts of 15·24 m/s at V must be C considered.

(d) Flight envelope Point G need not be investigated when the supplementary condition specified in CS-VLA 369 is investigated.

1–C–2 CS-VLA BOOK 1 where – 88 0 μ ⋅ CS-VLA 335 Design airspeeds K = g = gust alleviation factor; g 3 5 μ + ⋅ g Except as provided in sub-paragraph (a)(4) of this paragraph, the selected design airspeeds are

( ) S / M 2

μ = = aeroplane mass ratio; g equivalent airspeeds (EAS).

a C ρ (a) Design cruising speed, V . For V the C C U = derived gust velocities referred to de following apply: in CS-VLA 333(c) (m/s) ; (1) V (in m/s) may not be less than – C ρ = density of air at sea level (kg/m ); 2·4 (V (kt) = 4·7 ) S / Mg S / Mg C ρ = density of air (kg/m ); M / S = wing loading (kg/m ); where – M/S = wing loading (kg/m ) C = mean geometric chord (m); g = acceleration due to gravity (m/s ) g = acceleration due to gravity (m/s ); (2) V need not be more than 0·9 V C H V = aeroplane equivalent speed (m/s); at sea level.

and (b) Design dive speed V . For V , the D D a = slope of the aeroplane normal following apply: force coefficient curve C per NA radian if the gust loads are applied (1) V may not be less than 1·25 V ; D C to the wings and horizontal tail and surfaces simultaneously by a (2) With V min, the required C rational method. The wing lift minimum design cruising speed, V may not D curve slope C per radian may be L be less than 1·40 V .

Cmin used when the gust load is applied to the wings only and the (c) Design manoeuvring speed V . For V , A A horizontal tail gust loads are the following applies: treated as a separate condition.

(1) V may not be less than V n , A S where – CS-VLA 345 High lift devices (i) V is a computed stalling S (a) If flaps or similar high lift devices to be speed with flaps retracted at the design used for take-off, approach, or landing are weight, normally based on the maximum installed, the aeroplane, with the flaps fully aeroplane normal force coefficients, deflected at V , is assumed to be subjected to F C ; and NA symmetrical manoeuvres and gusts resulting in (ii) n is the limit manoeuvring limit load factors within the range determined load factor used in design.

by – (2) The value of V need not exceed A (1) Manoeuvring to a positive limit the value of V used in design C load factor of 2·0; and (2) Positive and negative gust of 7·62 CS-337 Limit manoeuvring load m/s acting normal to the flight path in level factors flight.

(a) The positive limit manoeuvring load (b) V must be assumed to be not less than F factor n may not be less than 3·8.

1·4 V or 1·8 V , whichever is greater, where – S SF (b) The negative limit manoeuvring load V is the computed stalling speed with flaps S factor may not be less than -1·5.

retracted at the design weight; and V is the computed stalling speed with flaps SF CS-VLA 341 Gust load factors fully extended at the design weight.

In the absence of a more rational analysis, the However, if an automatic flap load limiting gust load factors may be computed as follows: device is used, the aeroplane may be designed U K Va 2 / 1 ρ de g O 1 n + = S / Mg 1–C–3 CS-VLA BOOK 1 for the critical combinations of airspeed and flap δ is the down aileron deflection in degrees in position allowed by that device.

the critical condition.

(c) In designing the flaps and supporting structures the following must be accounted for: CS-VLA 351 Yawing conditions (1) A head-on gust of 7·62 m/s (EAS).

The aeroplane must be designed for yawing loads on the vertical tail surfaces resulting from (2) The slipstream effects specified in the loads specified in CS-VLA 441 to 445 .

CS-VLA 457 (b).

(d) In determining external loads on the CS-VLA 361 Engine torque aeroplane as a whole, thrust, slipstream, and pitching acceleration may be assumed to be zero. (a) The engine mount and its supporting structure must be designed for the effects of - (e) The requirements of CS-VLA 457, and this paragraph may be complied with separately (1) A limit engine torque or in combination. corresponding to take-off power and propeller speed acting simultaneously with 75% of the limit loads from flight condition A of CS- CS-VLA 347 Unsymmetrical flight VLA 333 (d); conditions (2) The limit engine torque as The aeroplane is assumed to be subjected to specified in CS-VLA 361 (b) acting the unsymmetrical flight conditions of CS-VLA simultaneously with the limit loads from 349 and 35 1. Unbalanced aerodynamic moments flight condition A of CS-VLA 333 (d); and about the centre of gravity must be reacted in a rational or conservative manner, considering the (b) The limit engine torque to be considered principal masses furnishing the reacting inertia under subparagraph (a)(2) of this paragraph must forces.

be obtained by multiplying the mean torque for maximum continuous power by a factor determined as follows: CS-VLA 349 Rolling conditions (1) For four-stroke engines – The wing and wing bracing must be designed for the following loading conditions: (i) 1·33 for engines with five or more cylinders, (a) Unsymmetrical wing loads. Unless the following values result in unrealistic loads, the (ii) 2, 3, 4 or 8, for engines with rolling accelerations may be obtained by four, three, two or one cylinders, modifying the symmetrical flight conditions in respectively.

CS-VLA 333(d) as follows: (2) For two-stroke engines - In condition A, assume that 100% of the semi- (i) 2 for engines with three or span wing airload acts on one side of the aeroplane and 70% of this load acts on the other more cylinders, side.

(ii) 3 or 6, for engines with two (b) The loads resulting from the aileron or one cylinder respectively.

deflections and speeds specified in CS-VLA 455, in combination with an aeroplane load factor of CS-VLA 363 Side load on engine mount at least two thirds of the positive manoeuvring load factor used for design. Unless the following (a) The engine mount and its supporting values result in unrealistic loads, the effect of structure must be designed for a limit load factor aileron displacement on wing torsion may be in a lateral direction, for the side load on the accounted for by adding the following increment engine mount, of not less than 1·33.

to the basic aerofoil moment coefficient over the (b) The side load prescribed in aileron portion of the span in the critical subparagraph (a) of this paragraph may be condition determined in CS-VLA 333 (d); assumed to be independent of other flight δ ⋅ − = Δ 01 0 Cm conditions.

where – Δ Cm is the moment coefficient increment; and 1–C–4 CS-VLA BOOK 1 CS-VLA 369 Special conditions for rear CS-VLA 395 Control system loads lift truss (a) Each flight control system and its (a) If a rear lift truss is used, it must be supporting structure must be designed for loads designed for conditions of reversed airflow at a corresponding to at least 125% of the computed design speed of – hinge moments of the movable control surface in the conditions prescribed in CS-VLA 391 to 459.

V = 0·65 S / Mg + 4·47 In addition, the following apply: V in m/s M/S = Wing loading (kg/m ) (1) The system limit loads need not exceed the loads that can be produced by the M in kg pilot. Pilot forces used for design need not S in m exceed the maximum forces prescribed in CS- VLA 397(b).

g in m/s (2) The design must, in any case, (b) Either aerodynamic data for the provide a rugged system for service use, particular wing section used, or a value of C L considering jamming, ground gusts, taxying equaling -0.8 with a chordwise distribution that downwind, control inertia, and friction.

is triangular between a peak at the trailing edge Compliance with this sub-paragraph may be and zero at the leading edge, must be used.

shown by designing for loads resulting from application of the minimum forces prescribed in CS-VLA 397(b).

CS-VLA 373 Speed control devices (b) A 125% factor on computed hinge If speed control devices (such as spoilers and drag flaps) are incorporated for use in en-route movements must be used to design elevator, aileron, and rudder systems. However, a factor as conditions - low as 1·0 may be used if hinge moments are (a) The aeroplane must be designed for the based on accurate flight test data, the exact symmetrical manoeuvres and gusts prescribed in reduction depending upon the accuracy and CS-VLA 333, 337 and 341, and the yawing and reliability of the data.

manoeuvres and lateral gusts in CS-VLA 441 (c) Pilot forces used for design are assumed and 443, with the device extended speed up to to act at the appropriate control grips or pads as the placard device extended speed; and they would in flight, and to react at the (b) If the device has automatic operating or attachments of the control system to the control load limiting features, the aeroplane must be surface horns.

designed for the manoeuvre and gust conditions prescribed in sub-paragraph (a) of this paragraph CS-VLA 397 Limit control forces and at the speeds and corresponding device positions torques that the mechanism allows.

(a) In the control surface flight loading condition, the airloads on movable surfaces and CONTROL SURFACE AND SYSTEM LOADS the corresponding deflections need not exceed those that would result in flight from the CS-VLA 391 Control surface loads application of any pilot force within the ranges specified in subparagraph (b) of this paragraph.

(a) The control surface loads specified in In applying this criterion the effects of tabs must CS-VLA 397 to 459 are assumed to occur in the be considered.

conditions described in CS-VLA 331 to 351.

(b) The limit pilot forces and torques as (b) If allowed by the following paragraphs, follows: the values of control surface loading in Appendix B may be used, instead of particular control surface data, to determine the detailed rational requirements of CS-VLA 397 to 459, unless these values result in unrealistic loads.

1–C–5 CS-VLA BOOK 1 deflection likely to be obtained within the flight envelope for any usable loading condition.

Maximum forces Minimum or torques in Control forces or daN (D=wheel torques diameter) CS-VLA 415 Ground gust conditions Aileron: (a) The control system must be investigated Stick -------------------- 30 --------------- 17·8 as follows for control surface loads due to Wheel* ----------------- 22·2 D (mdaN) 17·8 D (mdaN) ground gusts and taxying downwind: Elevator: (1) If an investigation of the control Stick -------------------- 74 --------------- 44·5 system for ground gust loads is not required Wheel (symmetrical) - 44·5 89 --------------- by sub-paragraph (a)(2) of this paragraph, but Wheel (unsymmetrical)* 44·5 ------------------ the applicant elects to design a part of the Rudder --------------------- 89 --------------- 58 control system for these loads, these loads need only be carried from control surface *The critical parts of the aileron control system must also be designed for a single tangential force horns through the nearest stops or gust locks with a limit value of 1·25 times the couple force and their supporting structures.

determined from the above criteria.

(2) If pilot forces less than the (c) The rudder control system must be minimum forces specified in CS-VLA 397(b) designed to a load of 100 daN per pedal, acting are used for design, the effects of surface simultaneously on both pedals in forward loads due to ground gusts and taxying direction.

downwind must be investigated for the entire control system according to the formula – H = KcSq CS-VLA 399 Dual control systems where – Dual control systems must be designed for - H = limit hinge moment (Nm); (a) The pilots acting together in the same c = mean chord of the control surface aft direction; and of the hinge line (m); (b) The pilots acting in opposition, S = area of the control surface aft of the each pilot applying 0·75 times the load specified hinge line (m ); in CS-VLA 395(a).

q = dynamic pressure (Pa) based on a design speed not less than 2·01 CS-VLA 405 Secondary control system S M / + 4·45 (m/s), except that the Secondary controls, such as wheel brakes, design speed need not exceed 26·8 m/s; spoilers, and tab controls, must be designed for and the maximum forces that a pilot is likely to apply K = limit hinge moment factor for ground to those controls. (See AMC VLA 405.)

gusts derived in sub-paragraph (b).

(For ailerons and elevators, a positive CS-VLA 407 Trim tab effects value of K indicates a moment tending to depress the surface and a negative The effects of trim tabs on the control surface value of K indicates a moment tending design conditions must be accounted for only to raise the surface.)

where the surface loads are limited by maximum pilot effort. In these cases, the tabs are (b) The limit hinge moment factor K for considered to be deflected in the direction that ground gusts must be derived as follows: would assist the pilot. These deflections must correspond to the maximum degree of 'out of trim' expected at the speed for the condition under consideration.

CS-VLA 409 Tabs Control surface tabs must be designed for the most severe combination of airspeed and tab 1–C–6 CS-VLA BOOK 1 Condition Normal Angular acceleration Surface K Position of control ) acceleration (n) (radian/sec (a) Aileron 0·75 Control column locked or lashed in mid-position 1 20 ⋅ ) 5 1 n ( n ⋅ − + Down load 1·0 m m (b) Aileron ±0·50 Ailerons at full throw; V +moment on one aileron 1 20 ⋅ -moment on the other Up load n ) 5 1 n ( n ⋅ − − m m m V (c) (c) Elevator full up (-)

}

Elevator ±0·75 {

where – (d) (d) Elevator full down (+) (1) n = positive limit manoeuvring (e) (e) Rudder in neutral m

}

Rudder ±0·75 {

load factor used in the design of the aeroplane; (f) (f) Rudder at full throw and (2) V = initial speed in m/s.

HORIZONTAL TAIL SURFACES The conditions in this paragraph involve loads corresponding to the loads that may occur in a CS-VLA 421 Balancing loads ‘checked manoeuvre’ (a manoeuvre in which the pitching control is suddenly displaced in one (a) A horizontal tail balancing load is a load direction and then suddenly moved in the necessary to maintain equilibrium in any opposite direction), the deflections and timing specified flight condition with no pitching avoiding exceeding the limit manoeuvring loads acceleration.

factor. The total tail load for both down and up (b) Horizontal tail surfaces must be load conditions is the sum of the balancing tail designed for the balancing loads occurring at any loads a V and the specified value of the normal point on the limit manoeuvring envelope and in load factor n, plus the manouvring load the flap conditions specified in CS-VLA 345.

increment due to the specified value of the The distribution in figure B6 of Appendix B may normal load factor n, plus the manoeuvring load be used. increment due to the specified value of the angular acceleration. The manoeuvring load increment in figure B2 of Appendix B and the CS-VLA 423 Manoeuvring loads distributions in figure B7 (for down loads) and in figure B8 (for up loads) of Appendix B may be Each horizontal tail surface must be designed used.

for manoeuvring loads imposed by one of the following conditions (a) plus (b), or (c), or (d): (c) A sudden deflection of the elevator, the (a) A sudden deflection of the elevator following cases must be considered: control, at V , to (1) the maximum upward A (i) Speed V , maximum upward A deflection, and (2) the maximum downward deflection; deflection, as limited by the control stops, or pilot effort, whichever is critical. The average (ii) Speed V , maximum A loading of B11 of Appendix B and the downward deflection; distribution in figure B7 of Appendix B may be (iii) Speed V , one-third D used.

maximum upward deflection; (b) A sudden upward deflection of the (iv) Speed V , one-third D elevator, at speeds above V , followed by a A maximum downward deflection.

downward deflection of the elevator, resulting in The following assumptions must be made: the following combinations of normal and angular acceleration: (A) The aeroplane is initially in level flight, and its attitude and air speed do not change.

(B) The toads are balanced by inertia forces.

(d) A sudden deflection of the elevator such as to cause the normal acceleration to change 1–C–7 CS-VLA BOOK 1 from an initial value to a final value, the a = slope of wing lift curve per radian following cases being considered (see Figure 1): Speed Initial Final Load Factor Condition Condition Increment V A A n1 – 1 A 1 A A 1 – n1 A G n4 – 1 G A 1 – n4 V D D n2 – 1 D 1 D D 1 – n2 D E n3 – 1 E D 1 – n3 (See CS-VLA 33.)

CS-VLA 425 Gust loads For the purpose of this calculation the difference in air speed between V and the value A (a) Each horizontal tail surface must be corresponding to point G on the manoeuvring designed for loads resulting from - envelope can be ignored.

(1) Gust velocities specified in CS- The following assumptions must be made: VLA 333(c) with flaps retracted; and (1) The aeroplane is initially in level (2) Positive and negative gusts of 7·62 flight, and its attitude and airspeed do not m/s nominal intensity at V corresponding to F change; the flight conditions specified in CS-VLA (2) The loads are balanced by inertia 345(a)(2).

forces; (b) The average loadings in figure B3 and (3) The aerodynamic tail load the distribution of figure B8 may be used to increment is given by – determine the incremental gust loads for the requirements of subparagraph (a) applied as both X ⎤ ⎡ ρ ε l a S d a S ⎞ ⎛ ⎞ ⎛ cg t ht ht 0 ht ht up and down increments for subparagraph (c).

− − Δ = Δ _ 1 nMg P ⎟ ⎜ ⎟ ⎜ ⎥ ⎢ α M 2 d a S l ⎠ ⎝ ⎠ ⎝ ⎦ ⎣ t (c) When determining the total load on the where - horizontal tail for the conditions specified in sub-paragraph (a) of this paragraph, the initial Δ P = horizontal tail load increment, positive balancing tail loads for steady unaccelerated upwards (N) flight at the pertinent design speeds V , V and F C Δ n = load factor increment V must first be determined. The incremental tail D load resulting from the gusts must be added to M = mass of the aeroplane (kg) the initial balancing tail load to obtain the total g = acceleration due to gravity (m/s ) tail load.

x = longitudinal distance of aeroplane c.g.

cg (d) In the absence of a more rational aft of aerodynamic centre of aeroplane analysis, the incremental tail load due to the less horizontal tail (m) gust, must be computed as follows: S = horizontal tail area (m ) ht S Va U K ε d ⎞ ⎛ ht ht de g − = Δ 1 L ⎟ ⎜ a = slope of horizontal tail lift curve per ht ht α ⋅ d 3 16 ⎠ ⎝ radian where- ε d = rate of change of downwash angle with Δ L = incremental horizontal tail load ht α d (daN); angle of attack K = gust alleviation factor defined in ρ = density of air at sea-level (kg/m ) g o CS-VLA 341; l = tail arm (m) t U = derived gust velocity (m/s); 2 de S = wing area (m ) V = aeroplane equivalent speed (m/s); 1–C–8 CS-VLA BOOK 1 a = slope of horizontal tail lift curve (b) The average loading of Appendix B, ht per radian; B11 and figure B1 of Appendix B and the distribution in figures B6, B7 and B8 of S = area of horizontal tail (m ); and ht Appendix B may be used instead of requirements ε d of subparagraphs (a)(2), (a)( 1) and (a)(3) of this = downwash factor.

( ) − 1

paragraph, respectively.

α d (c) The yaw angles specified in sub- paragraph (a)(3) of this paragraph may be CS-VLA 427 Unsymmetrical loads reduced if the yaw angle chosen for a particular (a) Horizontal tail surfaces and their speed cannot be exceeded in – supporting structure must be designed for (1) Steady slip conditions; unsymmetrical loads arising from yawing and slipstream effects, in combination with the loads (2) Uncoordinated rolls from steep prescribed for the flight conditions set forth in banks. (See AMC VLA 441.)

CS-VLA 421 to 425.

(b)In the absence of more rational data for CS-VLA 443 Gust loads aeroplanes that are conventional in regard to (a) Vertical tail surfaces must be designed to location of the engine, wings, tail surfaces, and withstand, in unaccelerated flight at speed V , fuselage shape - C lateral gusts of the values prescribed for V in C (1) 100% of the maximum loading CS-VLA 333 (c).

from the symmetrical flight conditions may be (b) In the absence of a more rational assumed on the surface on one side of the analysis, the gust load must be computed as plane of symmetry; and follows: (2) The following percentage of that S Va U K loading must be applied to the opposite side: vt vt de gt L = vt 3 16 ⋅ % = 100-10 (n - 1), where n is the specified positive manoeuvring load factor, but this value where - may not be more than 80%.

L = vertical tail loads (daN); vt 88 0 μ ⋅ gt VERTICAL TAIL SURFACES K = = gust alleviation factor; gt 3 5 μ + ⋅ gt CS-VLA 441 Manoeuvring loads ⎞ ⎛ K M 2 ⎟ ⎜ μ = = lateral mass ratio; gt ⎟ ⎜ (a) At speeds up to V , the vertical tail A l S ga C ρ t vt vt t ⎠ ⎝ surfaces must be designed to withstand the following conditions. In computing the tail U = derived gust velocities ( m/s ) ; de loads, the yawing velocity may be assumed to be ρ = air density(kg/m ); zero - M = aeroplane mass (kg); (1) With the aeroplane in unaccelerated flight at zero yaw, it is assumed S = area of vertical tail (m ); vt that the rudder control is suddenly displaced C = mean geometric chord of vertical t to the maximum deflection, as limited by the surface(m); control stops or by limit pilot forces.

a = lift curve slope of vertical tail (per (2) With the rudder deflected as vt radian); specified in sub-paragraph (a)(l) of this paragraph, it is assumed that the aeroplane K = radius of gyration in yaw (m); yaws to the resulting sideslip angle. In lieu of l = distance from aeroplane c.g. to lift a rational analysis, an overswing angle equal t centre of vertical surface (m); to 1.3 times the static sideslip angle of sub- paragraph (a)(3) of this paragraph may be 2 g = acceleration due to gravity (m/s ); assumed.

and (3) A yaw angle of 15 degrees with V = aeroplane equivalent speed (m/s).

the rudder control maintained in the neutral position (except as limited by pilot strength).

1–C–9 CS-VLA BOOK 1 (c) The average loading in figure B5 and supplemental to the equivalent horizontal and vertical tail cases specified. Mutual interference the distribution in figure B8 of Appendix B may between the V-tail surfaces must be adequately be used. (See AMC VLA 443.)

accounted for.

CS-VLA 445 Outboard fins AILERONS, WING FLAPS, AND SPECIAL (a) If outboard fins are on the horizontal tail DEVICES surface, the tail surfaces must be designed for the maximum horizontal surface load in combination CS-VLA 455 Ailerons with the corresponding loads induced on the vertical surfaces by endplate effects. These (a) The ailerons must be designed for the induced effects need not be combined with other loads to which they are subjected vertical surface loads.

(1) In the neutral position during (b) If outboard fins extend above and below symmetrical flight conditions; and the horizontal surface, the critical vertical (2) By the following deflections surface loading (the load per unit area as (except as limited by pilot effort), during determined under CS-VLA 441 and 443) must be unsymmetrical flight conditions; and applied to – (i) Sudden maximum (1) The part of the vertical surfaces displacement of the aileron control at above the horizontal surface with 80% of that V . Suitable allowance may be made for loading applied to the part below the A control system deflections.

horizontal surface; and (ii) Sufficient deflection at V , (2) The part of the vertical surfaces C where V is more than V , to produce a below the horizontal surface with 80% of that C A rate of roll not less than obtained in sub- loading applied to the part above the paragraph (a)(2)(i) of this paragraph.

horizontal surface; and (iii) Sufficient deflection at V to (c) The endplate effects of outboard fins D produce a rate of roll not less than one- must be taken into account in applying the third of that obtained in subparagraph yawing conditions of CS-VLA 441 and 443 to (a)(2)(i) of this paragraph.

the vertical surfaces in sub-paragraph (b) of this paragraph.

(b) The average loading in Appendix B, B11 and figure B1 of Appendix B and the distribution in figure B9 of Appendix B may be SUPPLEMENTARY CONDITIONS FOR TAIL used.

SURFACES CS-VLA 457 Wing flaps CS-VLA 447 Combined loads on tail surfaces (a) The wing flaps, their operating mechanisms, and their supporting structures (a) With the aeroplane in a loading must be designed for critical loads occurring in condition corresponding to point A or D in the the flaps-extended flight conditions with the V-n diagram (whichever condition leads to the flaps in any position. However, if an automatic higher balance load) the loads on the horizontal flap load limiting device is used, these tail must be combined with those on the vertical components may be designed for the critical tail as specified in CS-VLA 441.

combinations of airspeed and flap position (b) 75% of the loads according to CS-VLA allowed by that device.

423 for the horizontal tail and CS-VLA 441 for (b) The effects of propeller slipstream, the vertical tail must be assumed to be acting corresponding to take-off power, must be taken simultaneously.

into account at not less than 1·4 V , where V is S S the computed stalling speed with flaps fully CS-VLA 449 Additional loads applicable retracted at the design weight. For the to V-tails investigation of slipstream effects, the load factor may be assumed to be 1·0.

An aeroplane with V-tail, must be designed for a gust acting perpendicularly with respect to one of the tail surfaces at speed V . This case is E 1–C–10 CS-VLA BOOK 1 CS-VLA 459 Special devices CS-VLA 479 Level landing conditions The loading for special devices using aero- (a) For a level landing, the aeroplane is dynamic surfaces (such as slots and spoilers) assumed to be in the following attitudes: must be determined from test data.

(1) For aeroplanes with tail wheels, a normal level flight attitude.

GROUND LOADS (2) For aeroplanes with nose wheels, attitudes in which – CS-VLA 471 General (i) The nose and main wheels The limit ground loads specified in this contact the ground simultaneously; and subpart are considered to be external loads and (ii) The main wheels contact the inertia forces that act upon an aeroplane ground and the nose wheel is just clear structure. In each specified ground load of the ground.

condition, the external reactions must be placed in equilibrium with the linear and angular inertia The attitude used in sub-paragraph (a)(2)(i) of forces in a rational or conservative manner.

this paragraph may be used in the analysis required under sub-paragraph (a)(2)(ii) of this paragraph.

CS-VLA 473 Ground load conditions and assumptions (b) A drag component of not less than 25% of the maximum vertical ground reactions (a) The ground load requirements of this (neglecting wing lift) must be properly combined subpart must be complied with at the design with the vertical reactions. (See AMC VLA maximum weight.

479(b).)

(b) The selected limit vertical inertia load factor at the centre of gravity of the aeroplane CS-VLA 481 Tail-down landing for the ground load conditions prescribed in this conditions subpart may not be less than that which would be obtained when landing with a descent velocity (a) For a tail-down landing, the aeroplane is ¼ (V), in metres per second, equal to 0·51 (Mg/S) assumed to be in the following attitudes: except that this velocity need not be more than (1) For aeroplanes with tail wheels, an 3·05 m/s and may not be less than 2·13 m/s.

attitude in which the main and tail wheels (c) Wing lift not exceeding two-thirds of contact the ground simultaneously.

the weight of the aeroplane may be assumed to (2) For aeroplanes with nose wheels, a exist throughout the landing impact and to act stalling attitude, or the maximum angle through the centre of gravity. The ground allowing ground clearance by each part of the reaction load factor may be equal to the inertia aeroplane, whichever is less.

load factor minus the ratio of the above assumed wing lift to the aeroplane weight.

(b) For aeroplanes with either tail or nose wheels, ground reactions are assumed to be (d) If energy absorption tests are made to vertical, with the wheels up to speed before the determine the limit load factor corresponding to maximum vertical load is attained.

the required limit descent velocities, these tests must be made under CS-VLA 725.

CS-VLA 483 One-wheel landing conditions (e) No inertia load factor used for design purposes may be less than 2·67, nor may the For the one-wheel landing condition, the limit ground reaction load factor be less than 2- aeroplane is assumed to be in the level attitude 00 at design maximum weight, unless these and to contact the ground on one side of the main lower values will not be exceeded in taxying at landing gear. In this attitude, the ground speeds up to take-off speed over terrain as rough reactions must be the same as those obtained on as that expected in service.

that side under CS-VLA 479.

CS-VLA 477 Landing gear arrangement CS-VLA 485 Side load conditions Paragraphs CS-VLA 479 to 483, or the (a) For the side load condition, the conditions in Appendix C, apply to aeroplanes aeroplane is assumed to be in a level attitude with conventional arrangements of main and with only the main wheels contacting the ground nose gear, or main and tail gear.

1–C–11 CS-VLA BOOK 1 and with the shock absorbers and tyres in their side load acting at the ground contact point; static positions. and (b) The limit vertical load factor must be (3) The shock absorber and tyre are 1·33, with the vertical ground reaction divided assumed to be in their static positions.

equally between the main wheels.

(c) The limit side inertia factor must be CS-VLA 499 Supplementary conditions 0·83, with the side ground reaction divided for nose wheels between the main wheels so that – In determining the ground loads on nose wheels and affected supporting structures, and assuming (1) 0·5 (Mg) is acting inboard on one that the shock absorbers and tyres are in their side; and static positions, the following conditions must be (2) 0·33 (Mg) is acting outboard on met: the other side.

(a) For aft loads, the limit force components at the axle must be – CS-VLA 493 Braked roll conditions (1) A vertical component of 2·25 Under braked roll conditions, with the shock times the static load on the wheel; and absorbers and tyres in their static positions, the (2) A drag component of 0·8 times the following apply: vertical load.

(a) The limit vertical load factor must be (b) For forward loads, the limit force 1·33.

components at ground contact must be – (b) The attitudes and ground contacts must (1) A vertical component of 2·25 be those described in CS-VLA 479 for level times the static load on the wheel; and landings.

(2) A forward component of 0·4 times (c) A drag reaction equal to the vertical the vertical load.

reaction at the wheel multiplied by a coefficient of friction of 0·8 must be applied at the ground (c) For side loads, the limit force contact point of each wheel with brakes, except components at the axle must be – that the drag reaction need not exceed the (1) A vertical component of 2·25 maximum value based on limiting brake torque.

times the static load on the wheel; and (2) A side component of 0·7 times the CS-VLA 497 Supplementary conditions for vertical load.

tail wheels In determining the ground loads on the tail wheel and affected supporting structures, the CS-VLA 505 Supplementary conditions following apply: for skiplanes (a) For the obstruction load, the limit In determining ground loads for skiplanes and ground reaction obtained in the tail down landing assuming that the aeroplane is resting on the ground with one main ski frozen at rest and the condition is assumed to act up and aft through other skis free to slide, a limit side force equal to the axle at 45°. The shock absorber and tyre may 0·036 times the design maximum weight must be be assumed to be in their static positions.

applied near the tail assembly, with a factor of (b) For the side load, a limit vertical ground safety of 1.

reaction equal to the static load on the tail wheel, in combination with a side component of equal WATER LOADS magnitude, is assumed. In addition (1) If a swivel is used, the tail wheel CS-VLA 521 Water load conditions is assumed to be swivelled 90° to the aeroplane longitudinal axis with the resultant The structure of seaplanes and amphibians ground load passing through the axle; must be designed for water loads developed during take-off and landing with the seaplane in (2) If a lock, steering device, or any attitude likely to occur in normal operation shimmy damper is used, the tail wheel is also at appropriate forward and sinking velocities assumed to be in the trailing position with the 1–C–12 CS-VLA BOOK 1 under the most severe sea conditions likely to be (2) A coefficient of friction of 0·5 at encountered.

the ground.

EMERGENCY LANDING CONDITIONS (e) Each aeroplane with retractable landing gear must be designed to protect each occupant CS-VLA 561 General in a landing – (a) The aeroplane, although it may be (1) With the wheels retracted; damaged in emergency landing conditions, must (2) With moderate descent velocity; be designed as prescribed in this paragraph to and protect each occupant under those conditions.

(3) Assuming, in the absence of a (b) The structure must be designed to give more rational analysis each occupant reasonable chances of escaping injury in a minor crash landing when (i) A downward ultimate inertia force of 3g; and (1) Proper use is made of seat belts and shoulder harnesses; and (ii) A coefficient of friction of 0·5 at the ground.

(2) The occupant experiences the ultimate inertia forces listed below – FATIGUE EVALUATION Ultimate Inertia Load Factors Upward 3 · 0 g Forward 9 · 0 g CS-VLA 572 Parts of structure critical to Sideward 1·5 g.

safety (c) Each item of mass that could injure an (a) Each part in the primary structure the occupant if it came loose must be designed for failure of which can be regarded as safety critical the load factors stated above, except that the and which could endanger the occupants and/or engine mount and supporting structure must lead to loss of the aeroplane must be identified.

withstand 15 g forward for engines installed (See AMC VLA 572(a).)

behind and above the seating compartment.

(b) There must be sufficient evidence that (d) The structure must be designed to each of the parts identified under subparagraph protect the occupants in a complete turnover, (a) of this paragraph has strength capabilities to assuming, in the absence of a more rational achieve an adequate safe-life. (See AMC VLA analysis – 572(b).)

(1) An upward ultimate inertia force of 3g; and 1–C–13

CS-VLA BOOK 1 SUBPART D – DESIGN AND CONSTRUCTION GENERAL (3) Abrasion; and (b) Having adequate provisions for CS-VLA 601 General ventilation and drainage.

The suitability of each questionable design detail and part having an important bearing on CS-VLA 611 Accessibility safety in operations, must be established by tests.

Means must be provided to allow inspection (including inspection of principal structural CS-VLA 603 Materials and elements and control systems), close examination, repair, and replacement of each workmanship part requiring maintenance, adjustments for (a) The suitability and durability of proper alignment and function, lubrication or materials used for parts, the failure of which servicing.

could adversely affect safety, must - (1) Be established by experience or CS-VLA 613 Material strength tests; properties and design values (2) Meet approved specifications that ensure their having the strength and other (a) Material strength properties must be properties assumed in the design data; and based on enough tests of material meeting specifications to establish design values on a (3) Take into account the effects of statistical basis.

environmental conditions, such as temperature and humidity, expected in service.

(b) The design values must be chosen so that the probability of any structure being (b) Workmanship must be of a high understrength because of material variations is standard.

extremely remote. (See AMC VLA 613(b).)

(c) Where the temperature attained in an CS-VLA 605 Fabrication methods essential component or structure in normal (a) The methods of fabrication used must operating conditions has a significant effect on produce consistently sound structures. If a strength, that effect must be taken into account.

fabrication process (such as gluing, spot (See AMC VLA 613(c).)

welding, heat-treating, bonding, processing of composite materials) requires close control to CS-VLA 615 Design properties reach this objective, the process must be performed under an approved process (a) Design properties may be used subject specification.

to the following conditions: (b) Each new aeroplane fabrication method (1) Where applied loads are must be substantiated by a test program.

eventually distributed through a single member within an assembly, the failure of which would result in the loss of the structural CS-VLA 607 Self-locking nuts integrity of the component involved, the No self-locking nut may be used on any bolt guaranteed minimum design mechanical subject to rotation in operation unless a non- properties (‘A’ values) must be met.

friction locking device is used in .addition to the self-locking device. (2) Redundant structures, in which the failure of the individual elements would result in applied loads being safely distributed to CS-VLA 609 Protection of other load carrying members, may be structure designed on the basis of the ‘90% probability Each part of the structure must – (‘B’values)’.

(a) Be suitably protected against (3) ‘A’ and ‘B’ values are defined as deterioration or loss of strength in service due to follows: any cause, including – (i) An ‘A’ is a value above (1) Weathering; which at least 99% of the population of values is expected to fall with a (2) Corrosion; and confidence of 95%.

1–D–1 CS-VLA BOOK 1 (ii) A ‘B’ value is a value above have a bearing factor large enough to provide for which at least 90% of the population of the effects of normal relative motion.

values is expected to fall with a (b) For control surface hinges and control confidence of 95%.

system joints, compliance with the factors (b) Design values greater than the prescribed in CS-VLA 657 and 693, guaranteed minimums required by sub-paragraph respectively, meets sub-paragraph (a) of this (a) of this paragraph may be used if a ‘premium paragraph.

selection’ of the material is made in which a specimen of each individual item is tested before CS-VLA 625 Fitting factors use to determine that the actual strength properties of that particular item will equal or For each fitting (a part or terminal used to joint one structural member to another), the exceed those used in design.

following apply: (c) Material correction factors for structural (a) For each fitting whose strength is not items such as sheets, sheet-stringer proven by limit and ultimate load tests in which combinations, and riveted joints, may be omitted actual stress conditions are simulated in the if sufficient test data are obtained to allow a fitting and surrounding structures, a fitting factor probability analysis showing that 90% or more of of at least 1·15 must be applied to each part of – the elements will equal or exceed allowable selected design values. (See AMC VLA 615.)

(1) The fitting; (2) The means of attachment; and CS-VLA 619 Special factors (3) The bearing on the joined The factor of safety prescribed in CS-VLA members.

303 must be multiplied by the highest pertinent (b) No fitting factor need be used for joint special factors of safety prescribed in CS-VLA 621 to 625 for each part of the structure whose designs based on comprehensive test data (such as continuous joints in metal plating, welded strength is – joints, and scarf joints in wood).

(a) Uncertain; (c) For each integral fitting, the part must (b) Likely to deteriorate in service before be treated as a fitting up to the point at which the normal replacement; or section properties become typical of the member.

(c) Subject to appreciable variability (d) For each seat, and safety belt with harness, because of uncertainties in manufacturing its attachment to the structure must be shown by processes or inspection methods for composite analysis, tests, or both, to be able to withstand structures, a special test factor which takes into the inertia forces prescribed in CS-VLA 561 account material variability and the effects of multiplied by a fitting factor of 1·33.

temperature and absorption of moisture must be used. (See AMC VLA 619.)

CS-VLA 627 Fatigue strength CS-VLA 621 Casting factors The structure must be designed, as far as practicable, to avoid points of stress For castings, the strength of which is concentration where variable stresses above the substantiated by at least one static test and which fatigue limit are likely to occur in normal are inspected by visual methods, a casting factor service.

of 2·0 must be applied. This factor may be reduced to 1·25 providing the reduction is substantiated by tests on not less than three CS-VLA 629 Flutter sample castings and all production castings are (a) It must be shown by one of the methods subjected to an approved visual and radiographic specified in sub-paragraph (b), (c), or (d) of this inspection or an approved equivalent paragraph, or a combination of these methods, nondestructive inspection method.

that the aeroplane is free from flutter, control reversal, and divergence for any condition of CS-VLA 623 Bearing factors operation within the limit V-n envelope, and at all speeds up to the speed specified for the (a) Each part that has clearance (free fit), selected method. In addition – and that is subject to pounding or vibration, must 1–D–2 CS-VLA BOOK 1 (1) Adequate tolerances must be (iii) Has fixed-fin and fixed- established for quantities which affect flutter, stabiliser surfaces.

including speed, damping, mass balance, and (e) For longitudinal, lateral and directional control system stiffness; and controls, freedom from flutter, control reversal, (2) The natural frequencies of main and divergence up to V must be shown after the D structural components must be determined by failure, malfunction, or disconnection of any vibration tests or other approved methods. single element in any tab control system.

This determination is not required if (c) and (d) are both applied, and V is lower than 259 D WINGS km/h (140 kt).

(b) A rational analysis may be used to show CS-VLA 641 Proof of strength that the aeroplane is free from flutter, control reversal, and divergence if the analysis shows The strength of stressed-skin wings must be proven by load tests or by combined structural freedom from flutter for all speeds up to 1.2 V .

D analysis and load tests.

(c) Flight flutter tests may be used to show that the aeroplane is free from flutter, control CONTROL SURFACES reversal, and divergence if it is shown by these tests that – CS-VLA 651 Proof of strength (1) Proper and adequate attempts to induce flutter have been made within the (a) Limit load tests of control surfaces are speed range up to V ; D required. These tests must include the horn or fitting to which the control system is attached.

(2) The vibratory response of the structure during the test indicates freedom (b) In structural analyses, rigging loads due from flutter; to wire bracing must be accounted for in a rational or conservative manner.

(3) A proper margin of damping exists at V ; and D CS-VLA 655 Installation (4) There is no large and rapid reduction in damping as V is approached.

D (a) Movable tail surfaces must be installed so that there is no interference between any (d) Compliance with the rigidity .and mass surfaces or their bracing when one surface is balance criteria (pages 4-12), in Airframe and held in its extreme position and the others are Equipment Engineering Report No. 45 (as operated through their full angular movement.

corrected) ‘Simplified Flutter Prevention Criteria’ (published by the Federal Aviation (b) If an adjustable stabiliser is used, it must Administration) may be accomplished to show have stops that will limit its range of travel to that the aeroplane is free from flutter, control that allowing safe flight and landing.

reversal, or divergence if – (1) The wing and aileron flutter CS-VLA 657 Hinges prevention criteria, as represented by the wing (a) Control surface hinges, except ball and torsional stiffness and aileron balance criteria, roller bearing hinges, must have a factor of are limited in use to aeroplanes without’ large safety of not less than 6·67 with respect to the mass concentrations (such as engines, floats ultimate bearing strength of the softest material or fuel tanks in outer wing panels) along the used as a bearing.

wing span; and (b) For ball or roller bearing hinges, the (2) The aeroplane is conventional in approved rating of the bearing may not be design, and – exceeded.

(i) Does not have a T-tail, (c) Hinges must have enough strength and boom-tail, or V-tail, rigidity for loads parallel to the hinge line.

(ii) Does not have unusual mass distributions or other unconventional CS-VLA 659 Mass balance design features that affect the applicability of the criteria, and does not The supporting structure and the attachment have a significant amount of sweep, of concentrated mass balance weights used on 1–D–3 CS-VLA BOOK 1 control surfaces must be designed for limit loads device with respect to the range of adjustment.

corresponding to – This means must be visible to the pilot and must be located and designed to prevent confusion.

(a) 24 g normal to the plane of the control surface; (b) Tab controls must be irreversible unless the tab is properly balanced and has no unsafe (b) 12 g fore and aft; and flutter characteristics. Irreversible tab systems (c) 12 g parallel to the hinge line.

must have adequate rigidity and reliability in the portion of the system from the tab to the attachment of the irreversible unit to the CONTROL SYSTEMS aeroplane structure.

CS-VLA 671 General CS-VLA 679 Control system locks (a) Each control must operate easily, If there is a device to lock the control system smoothly, and positively enough to allow proper on the ground or water, there must be means to – performance of its functions.

(a) Give unmistakable warning to the pilot (b) Controls must be arranged and identified when the lock is emerged; and to provide for convenience in operation and to prevent the possibility of confusion and (b) Prevent the lock from engaging in flight.

subsequent inadvertent operation.

CS-VLA 681 Limit load static tests CS-VLA 673 Primary flight controls (a) Compliance with the limit load (a) Primary flight controls are those used by requirements must be shown by tests in which – the pilot for the immediate control of pitch, roll (1) The direction of the test loads and yaw.

produces the most severe loading in the (b) The design of the primary flight controls control system; and must be such as to minimise the likelihood of (2) Each fitting, pulley, and bracket failure of any connecting or transmitting element used in attaching the system to the main in the control system that could result in loss of structure is included.

control of any axis.

(b) Compliance must be shown (by analyses or individual load tests) with the special factor CS-VLA 675 Stops requirements for control system joints subject to (a) Each control system must have stops angular motion.

that positively limit the range of motion of each movable aerodynamic surface controlled by the CS-VLA 683 Operation tests system.

(a) It must be shown by operation tests that, (b) Each stop must be located so that wear, when the controls are operated from the pilot slackness, or take up adjustments will not compartment with the system loaded as adversely affect the control characteristics of the prescribed in subparagraph (b) of this paragraph, aeroplane because of a change in the range of the system is free from – surface travel.

(1) Jamming; (c) Each stop must be able to withstand any loads corresponding in the design conditions for (2) Excessive friction; and the control system.

(3) Excessive deflection.

(b) The prescribed test loads are –· CS-VLA 677 Trim systems (1) For the entire system, loads (a) Proper precautions must be taken to corresponding to the limit air loads on the prevent inadvertent, improper, or abrupt trim tab appropriate surface, or the limit pilot forces in operation. There must be means near the trim CS-VLA 397 (b), whichever are less; and control to indicate to the pilot the direction of trim control movement relative to aeroplane (2) For secondary controls, loads not motion. In addition, there must be means to less than those corresponding to the maximum indicate to the pilot the position of the trim pilot effort established under CS-VLA 405.

1–D–4 CS-VLA BOOK 1 CS-VLA 685 Control system details (d) Clevis pins subject to load or motion and retained only by split-pins may not be used (a) Each detail of each control system must in the control system.

be designed and installed to prevent jamming, chafing, and interference from cargo, passengers, (e) Turnbuckles must be attached to parts loose objects, or the freezing of moisture. having angular motion in a manner that will positively prevent binding throughout the range (b) There must be means in the cockpit to of travel.

prevent the entry of foreign objects into places where they would jam the system. (f) Tab control cables are not part of the primary control system and may be less than 3 (c) There must be means to prevent the mm diameter in aeroplanes that are safely slapping of cables or tubes against other parts.

controllable with the tabs in the most adverse (d) Each element of the flight control positions.

system must have design features, or must be distinctively and permanently marked, to CS-VLA 693 Joints minimize the possibility of incorrect assembly that could result in malfunctioning of the control Control system joints (in push-pull systems) that are subject to angular motion, except those system.

in ball and roller bearing systems, must have a special factor of safety of not less than 3·33 with CS-VLA 687 Spring devices respect to the ultimate bearing strength of the softest material used as a bearing. This factor The reliability of any spring device used in may be reduced to 2·0 for joints in cable control the control system must be established by tests systems. For ball or roller bearings, the approved simulating service conditions unless failure of ratings may not be exceeded.

the spring will not cause flutter or unsafe flight characteristics.

CS-VLA 697 Wing flap controls CS-VLA 689 Cable systems (a) Each wing flap control must be designed so that, when the flap has been placed position upon which compliance with the performance (a) Each cable, cable fitting, turnbuckle, requirements is based, the flap will not splice, splice, and pulley used must meet approved and pulley used move from that position unless specifications. In addition – the control is adjusted or is moved by the (1) No cable smaller than 3 mm automatic operation of a flap load limiting diameter may be used in primary control device systems; (b) The rate of movement of the flaps in (2) Each cable system must be response to the operation of the pilot’s control or designed so that there will be no hazardous automatic device must give satisfactory flight change in cable tension throughout the range and performance characteristics under steady or of travel under operating conditions and changing conditions of airspeed, engine power, temperature variations; and and attitude.

(3) There must be means for visual inspection at each fairlead, pulley, end-fitting CS-VLA 699 Wing flap position and turnbuckle.

indicator (b) Each kind and size of pulley must There must be a wing flap position indicator correspond to the cable with which it is used.

for – Each pulley must have closely fitted guards to (a) Flap installations with only the retracted prevent the cables from being misplaced or and fully extended position, unless – fouled, even when slack. Each pulley must lie in the plane passing through the cable so that the (1) A .direct operating mechanism cable does not rub against the pulley flange.

provides a sense of ‘feel’ and position (such as when a mechanical linkage is employed); (c) Fairleads must be installed so that they or do not cause a change in cable direction of more than 3°.

(2) The flap position is readily determined without seriously detracting from 1–D–5 CS-VLA BOOK 1 other piloting duties under any flight their proper relation, from free drop heights not condition; and less than those determined by the following formula: (b) Flap installation with intermediate flap ½ positions if – h = 0·0132 (Mg/S) However, the free drop height may not be less (1) Any flap position other than than 0·235 m and need not be more than 0·475 retracted of fully extended is used to show m.

compliance with the performance requirements of this part; and (b) If the effect of wing lift is provided for in free drop tests, the landing gear must be (2) The flap installation does not meet dropped with an effective weight equal to – the requirements of sub-paragraph (a)( 1) of this paragraph.

⎤ ⎡ ( ) − + d L 1 h = M M ⎥ ⎢ e + d h ⎦ ⎣ CS-VLA 701 Flap interconnection where – The motion of flaps on opposite sides of the M = the effective weight to be used in the plane of symmetry must be synchronised by the e drop test (kg); mechanical interconnection.

h = specified free drop height (m); CS-VLA 723 Shock absorption d = deflection under impact of the tyre (at tests the approved inflation pressure) plus the vertical component of the axle ( a) It must be shown that the limit load travel relative to the drop mass (m); factors selected for design in accordance with CS-VLA 473 will not be exceeded. This must be M = M for main gear units (kg), equal to M shown by energy absorption tests except that the static weight on that unit with the analysis may be used for aeroplane in the level attitude (with the nose wheel clear in the case of nose (1) Increases in previously approved wheel type aeroplanes); take-off and landing weights, M = M for tail gear units (kg), equal to the T (2) Landing gears previously static weight on the tail unit with the approved wheel type aeroplanes with similar aeroplane in the tail down attitude; weights and performances M = M for nose wheel units (kg), equal to N (3) Landing gears using a steel or the vertical component of the static composite material spring or any other energy reaction that would exist at the nose absorption element where the shock wheel, assuming that the mass of the absorption characteristics are not essentially aeroplane acts at the centre of gravity affected by the rate of compression or tension, and exerts a force of 1·0 g downward and 0·33 g forward; (4) Landing gears for which adequate experience and substantiating data are L = the ratio of the assumed wing lift to the aeroplane weight, but not more than available.

0·667; and (b) The landing gear may not fail, but may g = the acceleration due to gravity (m/s ).

yield, in a test showing its reserved energy absorption capacity, simulating a descent (c) The limit inertia load factor must be velocity of 1·2 times the limit descent velocity, determined in a rational or conservative manner, assuming wing lift equal to the weight of the during the drop test, using a landing gear unit aeroplane. The test may be replaced by an attitude, and applied drag loads, that represent analysis in the same cases as sub-paragraphs the landing conditions.

(a)(l) to (a)(4) of this paragraph.

(d) The value of d used in the computation of M in sub-paragraph (b) of this paragraph may e CS-VLA 725 Limit drop tests not exceed the value actually obtained in the drop test.

(a) If compliance with CS-VLA 723 (a) is shown by free drop tests, these tests must be (e) The limit inertia load factor must be made on the complete aeroplane, or on units determined from the drop test in sub-paragraph consisting of wheel, tyre, and shock absorber, in 1–D–6 CS-VLA BOOK 1 (b) of this paragraph according to the following (1) Each landing gear retracting formula: mechanism and its supporting structure must be designed for maximum flight load factors M e L n n + = with the gear retracted and must be designed j M for the combination of friction, inertia, brake torque, and air loads, occurring during where – retraction at any airspeed up to 1·6 V with S1 nj = the load factor developed in the drop flaps retracted, and for any load factor up to test (that is, the acceleration (dv/dt) in those specified in CS-VLA 345 for the flaps- g recorded in the drop test) plus 1·0; extended condition.

and (2) The landing gear and retracting M , M and L are the same as in the drop test e mechanism, including the wheel well doors, computation.

must withstand flight loads, including loads (f) The value of n determined in accordance resulting from all yawing conditions specified with sub-paragraph (e) of this paragraph may not in CS-VLA 351, with the landing gear be more than the limit inertia load factor used in extended at any speed up to at least 1·6 V S1 the landing conditions in CS-VLA 473.

with the flaps retracted.

(b) Landing gear lock . There must be CS-VLA 726 Ground load dynamic positive means to keep the landing gear tests extended.

(a) If compliance with the ground load (c) Emergency operation . For a landplane requirements of CS-VLA 479 to 483 is shown having retractable landing gear that cannot be dynamically by drop test, one drop test must be extended manually, there must be means to conducted that meets CS-VLA 725 except that extend the landing gear in the event of either – the drop height must be – (1) Any reasonably probable failure in (1) 2·25 times the drop height the normal landing gear operation system; or prescribed in CSVLA 725 (a); or (2) Any reasonably probable failure in (2) Sufficient to develop 1·5 times the a power source that would prevent the limit load factor.

operation of the normal landing gear operation system.

( b) The critical landing condition for each of the design conditions specified in CS-VLA (d) Operation test . The proper functioning 479 to 483 must be used for proof of strength. of the retracting mechanism must be shown by operation tests up to V .

LO CS-VLA 727 Reserve energy (e) Position indicator . If a retractable absorption landing gear is used, there must be a landing gear position indicator (as well as necessary (a) If compliance with the reserve energy switches to actuate the indicator) or other means absorption requirement in CS-VLA 723 (b) is to inform the pilot that the gear is secured in the shown by free drop tests, the drop height may extended (or retracted) position. If switches are not be less than 1·44 times that specified in CS- used, they must be located and coupled-to the VLA 725.

landing gear mechanical system in a manner that (b) If the effect of wing lift is provided for, prevents an erroneous indication of either ‘down the unit must be dropped with an effective mass and locked’ if the landing gear is not in the fully extended position, or of ‘up and locked’ if the ⎞ ⎛ h ⎟ ⎜ equal to = M M , when the symbols and e ⎟ ⎜ landing gear is not in the fully retracted position.

+ d h ⎠ ⎝ The switches may be located where they are other details are the same as CS-VLA 725.

operated by the actual landing gear locking latch or device.

CS-VLA 729 Landing gear (f) Landing gear warning . For landplanes, extension and the following aural or equally effective landing re traction system gear warning devices must be provided: (a) General . For aeroplanes with retractable (1) A device that functions landing gear, the following apply: continuously when the throttle is closed if the landing gear is not fully extended and locked.

1–D–7 CS-VLA BOOK 1 A throttle stop may not be used in place of an that is adequate to prevent contact between the aural device. tyre and any part of the structure or systems.

(2) A device that functions continuously when the wing flaps are CS-VLA 735 Brakes extended to or beyond the approach flap (a) Brakes must be provided so that the position, using a normal landing procedure, if brake kinetic energy capacity rating of each main the landing gear is not fully extended and wheel brake assembly is not less than the kinetic locked. The flap position sensing unit may be energy absorption requirements determined installed at any suitable location. The system under either of the following methods: for this device may use any part of the system (including the aural warning device) for the (1) The brake kinetic energy device required in subparagraph (f)(1) of this absorption requirements must be based on a paragraph.

conservative rational analysis of the sequence of events expected during landing at the maximum weight.

CS-VLA 731 Wheels (2) Instead of a rational analysis, the (a) Each main and nose wheel must be kinetic energy absorption requirements for approved.

each main wheel brake assembly may be (b) The maximum static load rating of each derived from the following formula: wheel may not be less than the corresponding KE = ½MV /N static ground reaction with – where – (1) Design maximum weight; and KE = kinetic energy power wheel (2) Critical centre or gravity.

(Joules); (c) The maximum limit load rating of each M = mass at maximum weight (kg); wheel must equal or exceed the maximum radial limit load determined under the applicable V = aeroplane speed in m/s. V must be ground load requirements.

not less than V , the power-off S0 stalling speed of the aeroplane at sea level, at the design landing CS-VLA 733 Tyres weight, and in the landing (a) Each landing gear wheel must have a configuration; and tyre whose tyre rating (approved by the Agency) N = number of main wheels with is not exceeded – brakes.

(1) By a load on each main wheel tyre (b) Brakes must be able to prevent the equal to the corresponding static ground wheels from rolling on a paved runway with reaction under the design maximum weight maximum take-off power but need not prevent and critical centre of gravity; and movement of the aeroplane with wheels locked.

(2) By a load on nose wheel tyres (to be compared with the dynamic rating CS-VLA 737 Skis established for such tyres) equal to the reaction obtained at the nose wheel, assuming Each ski must be approved. The maximum the mass of the aeroplane to be contracted at limit load rating of each ski must equal or exceed the most critical centre of gravity and exerting the maximum limit load determined under the a force of 1·0 Mg downward and 0·21 Mg applicable ground load requirements.

forward (where Mg is the design maximum weight), with the reactions distributed to the FLOATS AND HULLS nose and main wheels by the principles of statics, and with the drag reaction at the ground applied only at wheels with brakes.

CS-VLA 751 Main float buoyancy (b) Each tyre installed on a retractable (a) Each main float must have - landing gear system must, at the maximum size (1) A buoyancy of 80% in excess of of the tyre type expected in service, have a the maximum weight which that float is clearance to surrounding structure and systems expected to carry in supporting the maximum 1–D–8 CS-VLA BOOK 1 weight of the seaplane or amphibian in fresh impair his view of the flight path in normal flight water; and and while landing; and (2) Enough watertight compartments (c) Internal fogging of the windows covered to provide reasonable assurance that the under sub-paragraph (a) of this paragraph can be seaplane or amphibian will stay afloat if any easily cleared by the pilot unless means are two compartments of the main floats are provided to prevent fogging. (See AMC VLA flooded. 773.)

(b) Each main float must contain at least four watertight compartments approximately CS-VLA 775 Windshields and equal in volume. windows (a) Windshields and windows must be CS-VLA 753 Main float design constructed of a material that will not result in serious injuries due to splintering. (See AMC Each seaplane main float must be approved VLA 775 (a).)

and must meet the requirements of CS-VLA 521.

(b) Windshields and side windows of the canopy must have a luminous transmittance CS-VLA 757 Auxiliary floats value of at least 70% and must not significantly Auxiliary floats must be arranged so that alter the natural colours.

when completely submerged in fresh water, they provide a righting moment of at least 1.5 times CS-VLA 777 Cockpit controls the upsetting moment caused by the seaplane or amphibian being tilted.

(a) Each cockpit control must be located to provide convenient operation, and to prevent confusion and inadvertent operation.

PERSONNEL AND CARGO ACCOMMODATIONS (b) The controls must be located and arranged so that the pilot, when strapped in his seat, has full and unrestricted movement of each CS-VLA 771 Pilot compartment control without interference from either his (a) The pilot compartment and its clothing (including winter clothing) or from the equipment must allow the pilot to perform his cockpit structure.

duties without unreasonable concentration or (c) Powerplant controls must be located – fatigue.

(1) For tandem seated aeroplanes, on (b) The aerodynamic controls listed in CS- the left side console or instrument panel; VLA 779, excluding cables and control rods, must be located with respect to the propeller so (2) For other aeroplanes, at or near the that no part of the pilot or the controls lies in the centre of the cockpit, on the pedestal, region between the plane of rotation of propeller instrument panel, or overhead; and and the surface generated by a line passing (3) For aeroplanes, with side-by-side through the centre of the propeller hub making pilot seats and with two sets of Powerplant an angle of 5° forward or aft of the plane of controls, on left and right consoles.

rotation of the propeller.

(d) The control location order from left to right must be power lever, propeller (rpm CS-VLA 773 Pilot compartment control), and mixture control. Power levers must view be at least 2·54cm higher or longer to make them The pilot compartment must be free from more prominent than propeller (rpm control) or glare and reflections that could interfere with the mixture controls. Carburettor heat or alternate air pilot's vision, and designed so that – control must be to the left of the throttle or at least 20·3cm from the mixture control when (a) The pilot's view is sufficiently located other than on a pedestal. Carburettor heat extensive, clear, and undistorted, for safe or alternate air control, when located on a operation; pedestal must be aft or below the power lever.

(b) The pilot is protected from the elements Supercharger controls must be located below or so that moderate rain conditions do not unduly aft of the propeller controls. Aeroplanes with tandem seating or single-seat aeroplanes may 1–D–9 CS-VLA BOOK 1 utilise control locations on the left side of the CS-VLA779 Motion and effect of cabin compartment; however, location order cockpit controls from left to right must be power lever, propeller Cockpit controls must be designed so that (rpm control) and mixture control.

they operate in accordance with the following movement and actuation: (e) Wing flap and auxiliary lift device controls must be located – (a) Aerodynamic controls – (1) Centrally, or to the right of Motion and effect pedestal or powerplant throttle control (1) Primary centreline; and controls: (2) Far enough away from the landing Aileron ------- - Right (clockwise) for gear control to avoid confusion.

right wing down.

Elevator ------ - Rearward for nose up.

(f) The landing gear control must be Rudder ------- - Right pedal forward for located to the left of the throttle centreline or nose right.

pedestal centreline.

(g) Each fuel feed selector control must (2) Secondary comply with CS-VLA 995 and be located and controls: arranged so that the pilot can see and reach it Flaps(or Forward or up for flaps without moving any seat or primary flight auxiliary lift up or auxiliary device control when his seat is at any position in which devices) stowed; rearward or it can be placed.

down for flaps down or (1) For a mechanical fuel selector – auxiliary device deployed.

Trim tabs (or Switch motion or (i) The indication of the equivalent) mechanical rotation of selected fuel valve position must be by control to produce means of a pointer and must provide similar rotation of the positive identification and feel (detent, aeroplane about an axis etc.) of the selected position.

parallel to the axis (ii) The position indicator control. Axis of roll pointer must be located at the part of the trim control may be handle that is the maximum dimension displaced to of the handle measured from the centre accommodate of rotation.

comfortable actuation by the pilot. Direction (2) For electrical or electronic fuel of pilot’s hand selector– movement must be in (i) Digital controls or electrical the same sense as switches must be properly labelled.

aeroplane response for rudder trim if only a (ii) Means must be provided to portion of a rotational indicate to, the flight crew the tank or element is accessible.

function selected. Selector switch position is not acceptable as a means of (b) Powerplant and auxiliary controls - indication. The ‘off or ‘closed’ position Motion and effect must be indicated in red.

(1) Powerplant (3) If the fuel valve selector handle or controls: electrical or digital selection is also a fuel Power Forward to increase shut-off selector, the off position marking (thrust) forward thrust and must be coloured red. If a separate emergency lever. rearward to increase shut-off means is provided, it also must be rearward thrust.

coloured red. (See AMC VLA 777.)

Propellers - Forward to increase rpm.

Mixture ---- Forward or upward for rich.

1–D–10 CS-VLA BOOK 1 Carburettor, Forward or upward for air heat or cold.

alternate air.

Super Forward or upward for charger. low blower.

Turbosuper Forward, upward or -chargers. clockwise to increase pressure.

Rotary Clockwise from off to controls. full on.

(2) Auxiliary controls: Fuel tank Right for right tanks, selector left for left tanks.

Landing Down to extend.

gear.

Speed Aft to extend.

brakes.

CS-VLA 781 Cockpit control knob CS-VLA 783 Exits shape No exit may be located with respect to any (a) Landing gear and flap control knobs propeller disc so as to endanger persons using must conform to the general shapes (but not that exit.

necessarily the exact sizes or specific proportions) in the following figure: [Amdt VLA/1] CS-VLA 785 Seats, safety belts, and harnesses (a) Each seat and its supporting structure, must be designed for occupants weighing at least 86 kg, and for the maximum load factors corresponding to the specified flight and ground load conditions, including the emergency landing conditions prescribed in CS-VLA 561.

(b) Each safety belt with shoulder harness, must be approved. Each safety belt with shoulder harness must be equipped with a metal to metal latching device.

(b) Powerplant control knobs must conform to the general shapes (but not necessarily the (c) Each pilot seat must be designed for the exact sizes or specific proportions) in the reactions resulting from the application of pilot following figure: forces to the primary flight controls, as prescribed in CS-VLA 395.

(d) Proof of compliance with the strength and deformation requirements of this paragraph for seats, approved as part of the type design and for seat installations may be shown by – (1) Structural analysis, if the structure conforms to conventional aeroplane types for which existing methods of analysis are known to be reliable; (2) A combination of structural analysis and static load tests to limit loads; or 1–D–11 CS-VLA BOOK 1 (3) Static load tests to ultimate loads. occupants from injury under the ultimate inertia forces specified in CS-VLA 561 (b)(2).

(e) Each occupant must be protected from serious head injury when he experiences the (e) If there is no structure between baggage inertia forces prescribed in CS-VLA 561 (b)(2) and occupant compartments the baggage items by a safety belt and shoulder harness that is located behind the occupants and those which designed to prevent the head from contacting any might become a hazard in a crash must be injurious object. (See AMC VLA 785 (e).) secured for 1·33 x 9 g.

(f) Each shoulder harness installed at a pilot seat must allow the pilot, when seated and CS-VLA 807 Emergency exits with his safety belt and shoulder harness (a) The aeroplane must be so designed that fastened, to perform all functions necessary for unimpeded and rapid escape is possible in any flight operations.

normal and crash attitude. (See AMC VLA 807(a)) (g) There must be a means to secure each safety belt and shoulder harness, when not in (b) The opening system must be designed use, so as to prevent interference with the for simple and easy operation. It must function operation of the aeroplane and with rapid egress rapidly and be designed so that it can be in an emergency.

operated by each occupant strapped in his seat, and also from outside the cockpit. Reasonable (h) Each seat track must be fitted with stops provisions must be provided to prevent jamming to prevent the seat from sliding off the track.

by fuselage deformation.

(i) The cabin area surrounding each seat, [Amdt VLA./1] including the structure, interior walls, instrument panel, control wheel, pedals, and seats, within striking distance of the occupant’s head or torso CS-VLA 831 Ventilation (with the safety belt and shoulder harness The personnel compartment must be suitably fastened), must be free of potentially injurious ventilated. Carbon monoxide concentration may objects, sharp edges, protuberances, and hard not exceed one part in 20 000 parts of air.

surfaces. If energy absorbing designs or devices are used to meet this requirement they must protect the occupant from serious injury when FIRE PROTECTION the occupant experiences the ultimate inertia forces prescribed in CS-VLA 561 (b)(2).

CS-VLA 853 Compartment interiors For the personnel compartment – CS-VLA 787 Baggage (a) The materials must be at least flame compartments resistant.

(a) Each baggage compartment must be (b) [Reserved.]

designed for its placarded maximum weight of (c) If smoking is to be prohibited, there contents and for the critical load distributions at must be a placard so stating, and if smoking is to the appropriate maximum load factors be allowed there must be an adequate number of corresponding to the flight and ground load self-contained removable ashtrays.

conditions of this document.

(d) Lines, tanks, or equipment containing (b) There must be means to prevent the fuel, oil, or other flammable fluids may not be contents of any baggage compartment from installed in the personnel Compartment unless becoming a hazard by shifting, and to protect adequately shielded, isolated, or otherwise any controls, wiring, lines, equipment or protected so that any breakage or failure of such accessories whose damage of failure would an item would not create a hazard.

affect safe operations.

(e) Aeroplane materials located on the cabin (c) Baggage compartments must be side of the firewall must be self-extinguishing or constructed of materials which are at least flame be located at such a distance from the firewall, or resistant.

otherwise protected, so that ignition will not (d) Designs which provide for baggage to occur if the firewall is subjected to a flame be carried must have means to protect the temperature of not less than ll00°C for 15 minutes. This may be shown by test or analysis.

1–D–12 CS-VLA BOOK 1 For self-extinguishing materials (except electrical wire and cable insulation and small parts that the Agency finds would not contribute significantly to the propagation of a fire), a vertical self-extinguishing test must be conducted in accordance with Appendix F or an equivalent method approved by the Agency. The average burn length of the material may not exceed 17 cm and the average flame time after removal of the flame source may not exceed 15 seconds. Drippings from the material test specimen may not continue to flame for more than an average of 3 seconds after failing.

CS-VLA 857 Electrical bonding (a) Electrical continuity must be provided to prevent the existence of difference of potential between components of the powerplant including fuel and other tanks, and other significant parts of the aeroplane which are electrically conductive.

(b) The cross-sectional areas of bonding connectors if made from copper must not be less than 1.3 mm*.

(c) There must be provisions for electrically bonding the aeroplane to the ground fuelling equipment.

CS-VLA 863 Flammable fluid fire protection In each area where flammable fluids or vapours might escape by leakage from a fluid system, there must be means in the form of adequate segregation, ventilation and drainage, to minimize the probability of ignition of the fluids and vapours and the resultant hazard if ignition should occur.

CS-VLA865 Fire protection of flight controls and other flight structure Flight controls, engine mounts, and other flight structure located in the engine compartment must be constructed of fireproof material or shielded so that they will withstand the effect of a fire.

MISCELLANEOUS CS-VLA 871 Levelling means There must be means for determining when the aeroplane is in a level position on the ground.

1–D–13 CS-VLA BOOK 1 1–D–14

CS-VLA BOOK 1 SUBPART E – POWERPLANT GENERAL safe for continuous operation. This must be shown by – CS-VLA 901 Installation (1) Measurement of stresses through direct testing of the propeller; (a) For the purpose of this CS-VLA the aeroplane powerplant installation includes each (2) Comparison with similar installations for which these measurements component that – have been made; or (1) Is necessary for propulsion; and (3) Any other acceptable test method (2) Affects the safety of the or service experience that proves the safety of propulsive unit.

the installation.

(b) The powerplant must be constructed, (b) Proof of safe vibration characteristics arranged. and installed to - for any type of propeller, except for conventional, fixed-pitch wooden propellers, (1) Ensure safe operation to the must be shown where necessary.

maximum altitude for which approval is requested.

CS-VLA 909 Supercharger (2) Be accessible for necessary inspections and maintenance.

(a) The supercharger must be approved under the engine type certificate.

(c) Engine cowls and nacelles must be easily removable or openable by the pilot to (b) Control system malfunctions, vibrations, provide adequate access to and exposure of the and abnormal speeds and temperatures expected engine compartment for preflight checks.

in service may not damage the supercharger compressor or turbine.

(d) The installation must comply with – (c) The supercharger case must be able to (1) The installation instructions contain fragments of a compressor or turbine that provided by the engine manufacturer.

fails at the highest speed that is obtainable with (2) The applicable provisions of this normal speed control devices inoperative.

subpart.

CS-VLA 925 Propeller clearance CS-VLA 903 Engine Unless smaller clearances are substantiated, (a) The engine must meet the specifications propeller clearances with the aeroplane at of CS-22 Subpart H.

maximum weight, with the most adverse centre of gravity, and with the propeller in the most (b) Restart capability . An altitude and adverse pitch position, may not be less than the airspeed envelope must be established for the following: aeroplane for in-flight engine restarting and the installed engine must have a restart capability (a) Ground clearance . There must be a within that envelope.

clearance of at least 180 mm (for each aeroplane with nose wheel landing gear) or 230 mm (for each aeroplane with tail wheel landing gear) CS-VLA 905 Propeller between each propeller and the ground with the (a) The propeller must meet the landing gear statically deflected and in the level, specifications of CS-22 Subpart J.

normal take-off, or taxying attitude, whichever is most critical. In addition, for each aeroplane (b) Engine power and propeller shaft with conventional landing gear struts using fluid rotational speed may not exceed the limits for or mechanical means for absorbing landing which the propeller is certificated or approved.

shocks, there must be positive clearance between the propeller and the ground in the level take-off CS-VLA 907 Propeller vibration attitude with the critical tyre completely deflated and the corresponding landing gear strut (a) Each propeller with metal blades or bottomed. Positive clearance for aeroplanes highly stressed metal components must be shown using leaf spring struts is shown with a to have vibration stresses, in normal operating deflection corresponding to 1·5 g.

conditions, that do not exceed values that have been shown by the propeller manufacturer to be 1–E–1 CS-VLA BOOK 1 (b) Water clearance . There must be a carburettor operation must be shown in the clearance of at least 46 mm between each attitude that is most critical with respect to fuel propeller and the water, unless compliance with feed and quantity of unusable fuel. These CS-VLA 239 can be shown with a lesser conditions may be simulated in a suitable clearance. mockup. In addition - (c) Structural clearance . There must be – (1) The quantity of fuel in the tank may not exceed the amount established as the (1) At least 26 mm radial clearance unusable fuel supply for that tank under CS- between the blade tips and the aeroplane VLA 959 plus that necessary to show structure, plus any additional radial Clearance compliance with this paragraph; and necessary to prevent harmful vibration; (2) If there is a fuel flowmeter, it must (2) At least 13 mm longitudinal be blocked during the flow test and the fuel clearance between the propeller blades or must flow through the meter bypass.

cuffs and stationary parts of the aeroplane; and (b) Gravity systems . The fuel flow rate for gravity systems (main and reserve supply) must (3) Positive clearance between other be 150% of the take-off fuel consumption of the rotating parts of the propeller or spinner and engine.

stationary parts of the aeroplane.

(c) Pump systems . The fuel flow rate for (d) Clearance from occupant(s). There must each pump system (main and reserve supply) be adequate clearance between the occupant(s) must be 125% of the take-off fuel consumption and the propeller such that it is not possible for of the engine at the maximum power established the occupant(s), when seated and strapped in, to for take-off. This flow rate is required for each contact the propeller inadvertently.

primary engine driven pump and each emergency pump, and must be available when the pump is CS-VLA 943 Negative acceleration running as it would during take-off.

No hazardous malfunction of an engine, or (d) Multiple fuel tanks . If the engine can be any component or system associated with the supplied with fuel from more than one tank, it powerplant may occur when the aeroplane is must be possible, in level flight, to regain full operated at negative accelerations of short power and fuel pressure to that engine in not duration such as may be caused by a gust. (See more than 10 seconds after switching to any full AMC VLA 943.) tank after engine malfunctioning due to fuel depletion becomes apparent while the engine is being supplied from any other tank.

FUEL SYSTEM CS-VLA 957 Flow between interconnected CS-VLA 951 General tanks (a) Each fuel system must be constructed It must be impossible, in a gravity feed and arranged to ensure a flow of fuel at a rate system with interconnected tank outlets, for and pressure established for proper engine enough fuel to flow between the tanks to cause functioning under any normal operating an overflow of fuel from any tank vent under the condition, and must be arranged to prevent the conditions in CS-VLA 959, except that full tanks introduction of air into the system.

must be used.

(b) Each fuel system must be arranged so that no fuel pump can draw fuel from more than CS-VLA 959 Unusable fuel supply one tank at a time. Gravity feed systems may not The unusable fuel supply for each tank must supply fuel to the engine from more than one be established as not less than that quantity at tank at a time, unless the airspaces are which the first evidence of malfunctioning interconnected in a manner to ensure that all occurs under the most adverse fuel feed interconnected tanks feed equally.

condition occurring under each intended operation and flight manoeuvre involving that CS-VLA 955 Fuel flow tank. Fuel system component failures need not be considered.

(a) General . The ability of the fuel system to provide fuel at the rates specified in this paragraph and at a pressure sufficient for proper 1–E–2 CS-VLA BOOK 1 CS-VLA 961 Fuel system hot weather (3) If flexible tank liner is used, it operation must be supported so that it is not required to withstand fluid loads; Each fuel system must be free from vapour lock when using fuel at a temperature of 43°C (4) Interior surfaces adjacent to the under critical operating conditions, and with the liner must be smooth and free from most critical fuel for which certification is projections that could cause wear, unless – requested.

(i) Provisions are made for protection of the liner at those points; or CS-VLA 963 Fuel tanks: general (ii) The construction of the liner (a) Each fuel tank must be able to itself provides such protection; withstand, without failure, the vibration, inertia, (5) A positive pressure must be fluid, and structural loads that it may be maintained within the vapour space of each subjected to in operation.

bladder cell under all conditions of operation (b) Each flexible fuel tank liner must be of except for a particular condition for which it an acceptable kind.

is shown that a zero or negative pressure will not cause the bladder cell to collapse; and (c) Each integral fuel tank must have adequate facilities for interior inspection and (6) Siphoning of fuel (other than repair.

minor spillage) or collapse of bladder fuel cells may not result from improper securing or loss of the fuel filler cap.

CS-VLA 965 Fuel tank tests (b) Each tank compartment must be Each fuel tank must be able to withstand the ventilated and drained to prevent the following pressures without failure or leakage: accumulation of flammable fluids or vapours.

(a) For each conventional metal tank and Each compartment adjacent to a tank that is an non-metallic tank with walls not supported by integral part of the aeroplane structure must also the aeroplane structure, a pressure of 24 kPa.

be ventilated and drained.

(b) For each integral tank, the pressure (c) No fuel tank may be on the engine side developed during the maximum limit of the firewall. There must be at least 13 mm of acceleration of the aeroplane with a full tank, clearance between the fuel tank and the firewall.

with simultaneous application of the critical limit No part of the engine nacelle skin that lies structural loads.

immediately behind a major air opening from the engine compartment may act as the wall of an (c) For each non-metallic tank with walls integral tank.

supported by the aeroplane structure and constructed in an acceptable manner using (d) If a fuel tank is installed in the acceptable basic tank material, and with actual or personnel compartment it must be isolated by simulated support conditions, a pressure of 14 fume and fuel-proof enclosures that are drained kPa, for the first tank of a specific design. The and vented to the exterior of the aeroplane. A supporting structure must be designed for the bladder type fuel cell, if used, must have a critical loads occurring in the flight or landing retaining shell at least equivalent to a metal fuel strength conditions combined with the fuel tank in structural integrity.

pressure loads resulting from the corresponding (e) Fuel tanks and fuel system components accelerations.

must be designed, located, and installed so as to retain fuel - CS-VLA 967 Fuel tank installation (1) Under the inertia forces prescribed (a) Each fuel tank must be supported so that for the emergency landing conditions in CS- tank loads are not concentrated. In addition ·– VLA 561; and (1) There must be pads, if necessary, (2) Under conditions likely to occur to prevent chafing between each tank and its when an aeroplane lands on a paved runway at supports; a normal landing speed under each of the following conditions: (2) Padding must be non-absorbent or treated to prevent the absorption of fuel; 1–E–3 CS-VLA BOOK 1 (i) The aeroplane in a normal (1) Each vent outlet must be located landing attitude and its landing gear and constructed in a manner that minimizes retracted. the possibility of its being obstructed by ice or other foreign matter; (ii) The must critical landing gear leg collapsed and the other landing (2) Each vent must be constructed to gear legs extended. prevent siphoning of fuel during normal operation; CS-VLA 969 Fuel tank expansion space (3) The venting capacity must allow the rapid relief of excessive differences of Each fuel tank must have an expansion space pressure between the interior and exterior of of not less than two percent of the tank capacity, the tank; unless the tank vent discharges clear of the aeroplane (in which case no expansion space is (4) Airspaces of tanks with required). It must be impossible to fill the interconnected outlets must be interconnected; expansion space inadvertently with the aeroplane (5) There may be no undrainable in the normal ground attitude.

points in any vent line where moisture can accumulate with the aeroplane in either the CS-VLA 971 Fuel tank sump ground or level flight attitudes; (a) Each fuel tank must have a sump with (6) No vent may terminate at a point an effective capacity, in the normal ground and where the discharge of fuel from the vent flight attitudes, of 0·10% of the tank capacity, or outlet will constitute a fire hazard or from 120 cm , whichever is the greater, unless – which fumes may enter personnel compartments; and (1) The fuel system has a sediment bowl or chamber that is accessible for (7) Vents must be arranged to prevent drainage and has a capacity of 25 cm .

the loss of fuel, except fuel discharged because of thermal expansion, when the (2) Each fuel tank outlet is located so aeroplane is parked in any direction on a ramp that in the normal ground attitude, water will having a 1% slope.

drain from all parts of the tank to the sediment bowl or chamber.

(b) Each carburettor with vapour elimination connections and each fuel injection (b) Each sump, sediment bowl, and engine employing vapour return provisions must sediment chamber drain required by sub- have a separate vent line to lead vapours back to paragraph (a) of this paragraph must comply the top of one of the fuel tanks. If there is more with the drain provisions of CS-VLA 999 (b)(1), than one tank and it is necessary to use these (2) and (3).

tanks in a definite sequence for any reason, the vapour vent line must lead back to the fuel tank CS-VLA 973 Fuel tank filler connection to be used first, unless the relative capacities of the tanks are such that return to another tank is (a) Fuel tank filler connections must be preferable.

located outside the personnel compartment.

Spilled fuel must be prevented from entering the fuel tank compartment or any part of the CS-VLA 977 Fuel strainer or filter aeroplane other than the tank itself.

(a) There must be a fuel filter between the (b) Each filler cap must provide a fuel-tight tank outlet and the carburettor inlet (or an seal for the main filler opening. However, there engine-driven fuel pump, if any). This fuel filter may be small openings in the fuel tank cap for must - venting purposes or for the purpose of allowing (1) Have the capacity (with respect to passage of a fuel gauge through the cap.

operating limitations established for the engine) to ensure that engine fuel system CS-VLA 975 Fuel tank vents and functioning is not impaired, with the fuel carburettor vapour vents contaminated to a degree (with respect to particle size and density) that is greater than (a) Each fuel tank must be vented from the that established for the engine approval; and top part of the expansion space. In addition – (2) Be easily accessible for draining and cleaning.

1–E–4 CS-VLA BOOK 1 (b) There must be a strainer at the outlet of (4) Each flexible hose must be each fuel tank. This strainer must – approved or must be shown to be suitable for the particular application.

(1) Have 3 to 6 meshes per cm; (2) Have a length of at least twice the CS-VLA 995 Fuel valves and controls diameter of the fuel tank outlet; (a) There must be a means to allow the pilot (3) Have a diameter of at least that of to rapidly shut off, in flight, the fuel to the the fuel tank outlet; and engine.

(4) Be accessible for inspection and (b) No shut-off valve may be on the engine cleaning.

side of any firewall. In addition, there must be means to – FUEL SYSTEM COMPONENTS (1) Guard against inadvertent operation of each shut-off valve; and CS-VLA 991 Fuel pumps (2) Allow the pilot to reopen each valve (a) Main pump . For the main pump, the rapidly after it has been closed.

following applies: (c) Each valve and fuel system control must For an engine installation having fuel be supported so that loads resulting from its pumps to supply fuel to the engine, at least operation or from accelerated flight conditions one pump must be directly driven by the are not transmitted to the lines connected to the engine and must meet CS-VLA 955. This valve.

pump is a main pump.

(d) Each valve and fuel system control must (b) Emergency pump. There must be an be installed so that gravity and vibration will not emergency pump immediately available to affect the selected position.

supply fuel to the engine if the main pump (other (e) Each fuel valve handle and its than a fuel injection pump approved as part of an connections to the valve mechanism must have engine) fails. The power supply for the design features that minimise the possibility of emergency pump must be independent of the incorrect installation.

power supply for the main pump.

(f) Each check valve must be constructed, (c) Warning means. if both the main pump or otherwise incorporate provisions, to preclude and emergency pump operate continuously, there incorrect assembly or connection of the valve.

must be a means to indicate to the pilot a malfunction of either pump.

(g) Fuel tank selector valves must – (d) Operation of any fuel pump may not (1) Require a separate and distinct affect engine operation so as to create a hazard, action to place the selector in the ‘OFF’ regardless of the engine power or the functional position; and status of any other fuel pump.

(2) Have the tank selector positions located in such a manner that it is impossible CS-VLA 993 Fuel system lines and fittings for the selector to pass through the ‘OFF’ position when changing from one tank to (1) Each fuel line must be installed another.

and supported to prevent excessive vibration and to withstand loads due to fuel pressure and accelerated flight conditions.

CS-VLA 999 Fuel system drains (2) Each fuel line connected to (a) There must be at least one drain to allow components of the aeroplane between which safe drainage of the entire fuel system with the relative motion could exist must have aeroplane in its normal ground attitude.

provisions for flexibility.

(b) Each drain required by sub-paragraph (3) Each flexible connection in fuel (a) of this paragraph and CS-VLA 971 must – lines that may be under pressure and subjected (1) Discharge clear of all parts of the to axial loading must use flexible hose aeroplane; assemblies.

1–E–5 CS-VLA BOOK 1 (2) Have manual or automatic means for CS-VLA 1017 Oil lines and fittings positive locking in the closed position; and (a) Oil lines must comply with CS-VLA (3) Have a drain valve – 993.

(i) That is readily accessible (b) Breather lines . Breather lines must be and which can be easily opened and arranged so that – closed; and (1) Condensed water vapour or oil that (ii) That is either located or might freeze and obstruct the line cannot protected to prevent fuel spillage in the accumulate at any point; event of a landing with landing gear (2) The breather discharge will not retracted.

constitute a fire hazard if foaming occurs or cause emitted oil to strike the pilot’s wind OIL SYSTEM shields; (3) The breather does not discharge CS-VLA 1011 General into the engine air induction system; (a) If an engine is provided with an oil (4) The breather outlet is protected system it must be capable of supplying the against blockage by ice or foreign matter.

engine with an appropriate quantity of oil at a temperature not exceeding the maximum CS-VLA 1019 Oil strainer or filter established as safe for continuous operation.

Each oil strainer or filter in the Powerplant (b) Each oil system must have a usable installation must be constructed and installed so capacity adequate for the endurance of the that oil will flow at the normal rate through the aeroplane.

rest of the system with the strainer or filter element completely blocked.

(c) If an engine depends upon a fuel/oil mixture for lubrication, then a reliable means of providing it with the appropriate mixture must be CS-VLA 1021 Oil system drains established. (See AMC VLA 1011 (c).)

A drain (or drains) must be provided to allow safe drainage of the oil system. Each drain must CS-VLA 1013 Oil tanks have means for positive locking in the closed position.

(a) Each oil tank must be installed to – (1) Meet the requirements of CS-VLA CS-VLA 1023 Oil radiators 967 (a), (b) and (d); and Each oil radiator and its supporting structures (2) Withstand any vibration, inertia must be able to withstand the vibration, inertia, and fluid loads expected in operation.

and oil pressure loads to which it would be (b) The oil level must be easy to check subjected in operation.

without having to remove any cowling parts (with the exception of oil tank access covers) or COOLING having to use any tools.

(c) If the oil tank is installed in the engine CS-VLA 1041 General compartment it must be made of fireproof The powerplant cooling provisions must be material except that, if the total oil capacity of able to maintain the temperatures of Powerplant the system including tanks, lines and sumps is components and engine fluids within the less than 5 litres, it may be made of fire resistant temperature limit established by the engine material.

constructor during all likely operating conditions.

CS-VLA 1015 Oil tank tests Oil tanks must be subjected to the tests specified in CS-VLA 965 for fuel tanks, except that in the pressure tests a pressure of 35 kPa must be applied.

1–E–6 CS-VLA BOOK 1 CS-VLA 1047 Cooling test procedure LIQUID COOLING for reciprocating engine aeroplanes CS-VLA 1061 Installation (a) To determine compliance with the (a) General . Each liquid-cooled engine requirement of CS-VLA 1041, a cooling test must have an independent cooling system must be carried out as follows: (including coolant tank) installed so that – (1) Engine temperatures must be (1) Each coolant tank is supported so stabilised in flight with the engine at not less that tank loads are distributed over a large than 75% of maximum continuous power.

part of the tank surface; (2) After temperatures have stabilised, (2) There are pads between the tank a climb must be begun at the lowest practical and its supports to prevent chafing; and altitude and continued for one minute with the engine at take-off power. (3) No air or vapour can be trapped in any part of the system, except the expansion (3) At the end of one minute, the tank, during filling or during operation.

climb must be continued at maximum continuous power for at least 5 minutes after Padding must be nonabsorbent or must be treated to prevent the absorption of flammable fluids.

the occurrence of the highest temperature recorded.

(b) Coolant tank (4) For supercharged engines, the (1) Each coolant tank must be able to supercharger must be operated through that withstand the vibration, inertia, and fluid part of climb profile for which operation with loads to which it may be subjected in the supercharger is requested and in a manner operation; consistent with its intended operation.

(2) Each coolant tank must have an (b) The climb required in sub-paragraph (a) expansion space of at least 10% of the total of this paragraph must be conducted at a speed cooling system capacity; and not more than the best rate-of-climb speed with (3) It must be impossible to fill the maximum continuous power.

expansion space inadvertently with the (c) The maximum anticipated air aeroplane in the normal ground attitude.

temperature (hot-day conditions) is 38°C at sea- (c) Filler connection . Each coolant tank level. Above sea-level, the temperature decreases filler connection must be marked as specified in with a temperature gradient of 2°C per 1 000 ft, CS-VLA 1557 (c). In addition - altitude. If the tests are conducted under conditions deviating from this value, the (1) Spilled coolant must be prevented recorded temperatures must be corrected from entering the coolant tank compartment according to sub-paragraph (d) of this paragraph, or any part of the aeroplane other than the unless a more rational method is applied.

tank itself; and (d) The temperatures of the engine fluids (2) Each recessed coolant filler and of the powerplant components (with the connection must have a drain that discharges exception of cylinder barrels) must be corrected clear of the aeroplane.

by adding to them the difference between the (d) Lines und fittings . Each coolant system maximum ambient anticipated air temperature line and fitting must meet the requirements of and the temperature of the ambient air at the time CS-VLA 993, except that the inside diameter of of the first occurrence of the maximum the engine coolant inlet and outlet lines may not component or fluid temperature recorded during be less than the diameter of the corresponding the cooling tests.

engine inlet and outlet connections.

(e) Cylinder barrel temperatures must be (e) Radiators . Each coolant radiator must corrected by adding to them 0·7 times the be able to withstand any vibration, inertia, and difference between the maximum ambient coolant pressure load to which it may normally atmospheric temperature and the temperature of be subjected. In addition – the ambient air at the time of the first occurrence of the maximum cylinder barrel temperature (1) Each radiator must be supported to recorded during the cooling test.

allow expansion due to operating 1–E–7 CS-VLA BOOK 1 temperatures and prevent the transmittal of 50°C with the engine at 75% of maximum harmful vibration to the radiator; and continuous power; (2) If flammable coolant is used, the (2) Each aeroplane with an altitude air intake duct to the coolant radiator must be engine using a conventional venturi located so that (in case of fire) flames from carburettor has a preheater that can provide a the nacelle cannot strike the radiator. heat rise of 67°C with the engine at 75% of maximum continuous power; (f) Drains . There must be an accessible drain that – (3) Each aeroplane with an altitude engine using a carburettor tending to prevent (1) Drains the entire cooling system icing has a preheater that, with the engine at (including the coolant tank, radiator, and the 60% of maximum continuous power, can engine) when the aeroplane is in the normal provide a heat rise of 56°C; ground attitude; (4) Each aeroplane with a sea-level (2) Discharges clear of the entire engine using a carburettor tending to prevent aeroplane; and icing has a sheltered alternate source of air (3) Has means to positively lock it with a preheat of not less than that provided closed. by the engine cooling air downstream of the cylinders.

CS-VLA 1063 Coolant tank tests (b) For aeroplanes with a reciprocating engine having a supercharger to pressurise the Each coolant tank must be tested under CS- air before it enters the carburettor, the heat rise VLA 965, except that the test required by CS- in the air caused by that supercharging at any VLA 965 (a)(l) must be replaced with a similar altitude may be utilised in determining test using the sum of the pressure developed compliance with sub-paragraph (a) of this during the maximum ultimate acceleration with a paragraph if the heat rise utilised is that which full tank or a pressure of 24 kPa, whichever is will be available, automatically, for the greater, plus the maximum working pressure of applicable altitudes and operating condition the system.

because of supercharging.

INDUCTION SYSTEM CS-VLA 1101 Carburettor air preheater design CS-VLA 1091 Air induction Each carburettor air preheater must be designed and constructed to - (a) The air induction system must supply the air required by the engine under the (a) Ensure ventilation of the preheater when operating conditions for which certification is the engine is operated in cold air; requested.

(b) Allow inspection of the exhaust (b) Primary air intakes may open within the manifold parts that it surrounds; and cowling if that part of the cowling is isolated (c) Allow inspection of critical parts of the from the engine accessory section by a fire- preheater itself.

resistant diaphragm or if there are means to prevent the emergence of backfire flames.

CS-VLA 1 103 Induction system ducts CS-VLA 1093 Induction system icing (a) Each induction system duct must have a protection drain to prevent the accumulation of fuel or moisture in the normal ground and flight (a) The reciprocating engine air induction attitudes. No drain may discharge where it will system must have means to prevent and cause a fire hazard.

eliminate icing. Unless this is done by other means, it must be shown that, in air free of (b) Each duct connected to components visible moisture at a temperature of -1°C – between which relative motion could exist, must have means for flexibility.

(1) Each aeroplane with a sea-level engine using a conventional venturi carburetor has a preheater that can provide a heat rise of 1–E–8 CS-VLA BOOK 1 CS-VLA 1105 Induction system screens (c) Parts of the manifold connected to components between which relative motion If induction system screens are used – could exist must have means for flexibility.

(a) Each screen must be upstream of the carburettor; CS-VLA 1125 Exhaust heat exchangers (b) If the screen is located in any part of the For reciprocating engine powered aeroplanes air induction system that is the only passage the following apply: through which air can reach the engine, means (a) Each exhaust heat exchanger must be must be furnished to avoid and eliminate constructed and installed to withstand the formation of ice. (See AMC VLA 1105 (b).); and vibration, inertia. and other loads that it may be (c) It must be impossible for fuel to strike subjected to in normal operation. In addition - any screen.

(1) Each exchanger must be suitable for continued operation at high temperatures and EXHAUST SYSTEM resistant to corrosion from exhaust gases; (2) There must be means for CS-VLA 1121 General inspection of critical parts of each exchanger; and (a) Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or (3) Each exchanger must have cooling carbon monoxide contamination in the personnel provisions wherever it is subject to contact compartment.

with exhaust gases.

(b) Each exhaust system part with a surface (b) Each heat exchanger used for heating hot enough to ignite flammable fluids or vapours ventilating air must be constructed so that must be located or shielded so that leakage from exhaust gases may not enter the ventilating air.

any system carrying flammable fluids or vapours will not result in a fire caused by impingement of POWERPLANT CONTROLS AND the fluids or vapours on any part of the exhaust ACCESSORIES system including shields for the exhaust system.

(c) Each exhaust system component must be CS-VLA 1141 General separated by fireproof shields from adjacent flammable parts of the aeroplane that are outside (a) Each control must be able to maintain the engine compartment.

any necessary position without – (d) No exhaust gases may discharge (1) Constant attention by the pilot; or dangerously near any fuel or oil system drain.

(2) Tendency to creep due to control (e) Each exhaust system component must be loads or vibration.

ventilated to prevent points of excessively high temperature. (b) Each control must be able to withstand operating loads without failure or excessive (f) Each exhaust heat exchanger must deflection.

incorporate means to prevent blockage of the exhaust port after any internal heat exchanger (c) The portion of each powerplant control failure.

located in the engine compartment that is required to be operated in the event of fire must be at least fire resistant.

CS-VLA 1123 Exhaust manifold (d) Powerplant valve controls located in the (a) Each exhaust manifold must be fireproof cockpit must have – and corrosion-resistant, and must have means to prevent failure due to expansion by operating (1) For manual valves, positive stops temperatures.

or in the case of fuel valves suitable index provisions, in the open and closed position; (b) Each exhaust manifold must be and supported to withstand the vibration and inertia loads to which it may be subjected in operation.

(2) For power-assisted valves, a means to indicate to the pilot when the valve – 1–E–9 CS-VLA BOOK 1 (i) Is in the fully open or fully CS-VLA 1165 Engine ignition systems closed position; or (a) Each battery ignition system must be (ii) Is moving between the fully supplemented by a generator that is open and fully closed position. automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.

CS-VLA 1143 Engine controls (b) The capacity of batteries and generators (a) The power or supercharger control must must be large enough to meet the simultaneous give a positive and immediate responsive means demands of the engine ignition system and the of controlling its engine or supercharger.

greatest demands of any electrical system (b) If a power control incorporates a fuel components that draw from the same source.

shut-off feature, the control must have a means (c) The design of the engine ignition system to prevent the inadvertent movement of the must account for - control into the shut-off position. The means must - (1) The condition of an inoperative generator; (1) Have a positive lock or stop at the idle position; and (2) The condition of a completely depleted battery with the generator running at (2) Require a separate and distinct its normal operating speed; and operation to place the control in the shut-off position. (3) The condition of a completely depleted battery with the generator operating at idling speed if there is only one battery.

CS-VLA 1145 Ignition switches (d) There must be means to warn the pilot if (a) Each ignition circuit must be malfunctioning of any part of the electrical independently switched, and must not require the system is causing the continuous discharge of operation of any other switch for it to be made any battery used for engine ignition.

operative.

(b) Ignition switches must be arranged and POWERPLANT FIRE PROTECTION designed to prevent inadvertent operation.

(c) The ignition switch must not be used as CS-VLA 11 82 Nacelle areas behind firewalls the master switch for other circuits.

Components, lines, and fittings, located behind the engine-compartment firewall must be CS-VLA 1147 Mixture control constructed of such materials and located at such distances from the firewall that they will not The control must require a separate and suffer damage sufficient to endanger the distinct operation to move the control toward aeroplane if a portion of the engine side of the lean or shut-off position.

firewall is subjected to a flame temperature of not less than 1100°C for 15 minutes. This may CS-VLA 1163 Powerplant accessories be shown by test or analysis.

(a) Each engine-driven accessory must – CS-VLA 1183 Lines, fittings and (1) Be satisfactory for mounting on components the engine concerned; (a) Except as provided in sub-paragraph (b) (2) Use the provisions on the engine of this paragraph, each component, line, and for mounting; and fitting carrying flammable fluids, gas, or air in (3) Be sealed to prevent any area subject to engine fire conditions must contamination of the engine oil system and be at least fire resistant, except that flammable the accessory system.

fluid tanks and supports which are part of and attached to the engine must be fireproof or be (b) Electrical equipment subject to arcing or enclosed by a fireproof shield unless damage by sparking must be installed to minimise the fire to any non-fireproof part will not cause probability of contact with any flammable fluids leakage or spillage of flammable fluid.

or vapours that might be present in a free state.

Components must be shielded or located so as to 1–E–10 CS-VLA BOOK 1 (3) Steel or copper base alloy firewall safeguard against the ignition of leaking fittings. flammable fluid. Flexible hose assemblies (hose and end fittings) must be approved. However, if (f) Compliance with the criteria for the total capacity of the oil system, including fireproof materials or components must be tanks, lines and sumps is less than 5 litres, the shown as follows: components of this system need only be fire resistant. (1) The flame to which the materials or components are subjected must be 1100 (b) Sub-paragraph (a) of this paragraph does ±25°C.

not apply to - (2) Sheet materials approximately 64 (1) Lines, fittings, and components cm must be subjected to the flame from a which are already approved as part of a type suitable burner.

certificated engine; and (3) The flame must be large enough to (2) Vent and drain lines, and their maintain the required test temperature over an fittings whose failure will not result in, or add area approximately 13 mm square.

to, a fire hazard.

(4) Firewall materials and fittings must resist penetration for at least 15 minutes.

CS-VLA 1191 Firewalls (a) The engine must be isolated from the CS-VLA 1193 Cowling and nacelle rest of the aeroplane by a firewall, shroud or equivalent means. (a) Each cowling must be constructed and supported so that it can resist any vibration, (b) The firewall or shroud must be inertia, and air loads to which it may be constructed so that no hazardous quantity of subjected in operation.

liquid, gas or flame can pass from the engine compartment to other parts of the aeroplane. (b) There must be means for rapid and complete drainage of each part of the cowling in (c) Each opening in the firewall or shroud the normal ground and flight attitudes. No drain must be sealed with close fitting, fireproof may discharge where it will cause a fire hazard.

grommets, bushings, or firewall fittings.

(c) Cowling must be at least fire resistant.

(d) The firewall and shroud must be fireproof and protected against corrosion. (d) Each part behind an opening in the engine compartment cowling must be at least fire (e) The following materials are accepted as resistant for a distance of at least 60 cm aft of the fireproof, when used in firewalls or shrouds, opening.

without being tested: (e) Each part of the cowling subjected to (1) Stainless steel sheet, 0·38 mm high temperatures due to its nearness to exhaust thick; system ports or exhaust gas impingement, must be fireproof. (2) Mild steel sheet (coated with aluminium or otherwise protected against corrosion) 0.5 mm thick; and 1–E–11

CS-VLA BOOK 1 SUBPART F – EQUIPMENT GENERAL temperature for which the limitation is established unless it is shown that the limitation will not be exceeded in all intended operations; CS-VLA 1301 Function and installation and Each item of installed equipment must – (j) A coolant temperature indicator for liquid-cooled engines.

(a) Be of a kind and design appropriate to its intended function; CS-VLA 1307 Miscellaneous equipment (b) Be labelled as to its identification, function, or operating limitations, or any There must be an approved seat for each applicable combination of these factors; occupant.

(c) Be installed according to limitations specified for that equipment; and CS-VLA 1309 Equipment, systems, and installations (d) Function properly when installed.

The equipment, systems, and installations must be designed to minimise hazards to the CS-VLA 1303 Flight and navigation aeroplane in the event of a probable malfunction instruments or failure.

The following are required flight and navigational instruments: INSTRUMENTS : INSTALLATION (a) An airspeed indicator; (b) An altimeter; CS-VLA 1321 Arrangement and visibility (c) A magnetic direction indicator.

Each flight, navigation, and powerplant instrument must be clearly arranged and plainly CS-VLA 1305 Powerplant instruments visible to each pilot.

The following are required powerplant instruments: CS-VLA 1322 Warning, caution, and (a) A fuel quantity indicator for each fuel advisory lights tank. (See AMC VLA 1305 (a)); If warning, caution, or advisory lights are (b) An oil pressure indicator or a low oil installed in the cockpit, they must be – pressure warning for the engine except for (a) Red, for warning lights (lights engines with no oil pressure systems and for the indicating a hazard which may require super charger oil system if it is separate from immediate corrective action); other oil systems; (b) Amber, for caution lights (lights (c) An oil temperature indicator except for indicating the possible need for future corrective two-stroke engines; action); (d) A tachometer; (c) Green, for safe operation lights; and (e) A cylinder head temperature indicator for (d) Any other colour, including white, for each air cooled engine with cowl flaps; lights not described in sub-paragraphs (a) to (c) (f) A fuel pressure indicator or a low fuel of this paragraph, provided the colour differs pressure warning for pump-fed engines; sufficiently from the colours prescribed in subparagraphs (a) to (c) of this paragraph to (g) A manifold pressure indicator for an avoid possible confusion.

engine with variable pitch propeller, or supercharger; CS-VLA 1323 Airspeed indicating (h) An oil quantity indicator for each tank, system e.g. dipstick; (a) The airspeed indicating system must be (i) For supercharger installations, if calibrated to indicate true airspeed at sea-level in limitations are established for either carburettor standard atmosphere with a maximum pitot-static air inlet temperature or exhaust gas temperature, indicators must be furnished for each 1–F–1 CS-VLA BOOK 1 error not exceeding ± 8 km/h or ±5% whichever (b) Each gyroscopic instrument must be is greater, through the following speed range: installed so as to prevent malfunction due to rain, oil and other detrimental elements; and (1) 1·3 V to V , with wing-flaps S1 NE retracted. (c) There must be a means to indicate the adequacy of the power being supplied to the (2) 1·.3 V to V , with wing-flaps S1 FE instruments.

extended.

(b) Calibration must be made in flight.

CS-VLA 1337 Powerplant instruments (c) The airspeed indicating system must be (a) Instruments and instrument lines suitable for speeds between V and at least 1·05 S0 times V . (1) Each powerplant instrument line NE must meet the requirements of CS-VLA 993.

CS-VLA 1325 Static pressure system (2) Each line carrying flammable fluids under pressure must - (a) Each instrument provided with static pressure case connections must be so vented that (i) Have restricting orifices or the influence of aeroplane speed, the opening other safety devices at the source of and closing of windows, moisture or other pressure to prevent the escape of foreign matter, will not significantly affect the excessive fluid if the line fails; and accuracy of the instruments.

(ii) Be installed and located so (b) The design and installation of a static that the escape of fluids would not pressure system must be such that - create a hazard.

(1) Positive drainage of moisture is (3) Each powerplant instrument that provided; utilises flammable fluids must be installed and located so that the escape of fluid would not (2) Chafing of the tubing, and create a hazard.

excessive distortion or restriction at bends in the tubing, is avoided; and (b) Fuel quantity indicator . There must be a means to indicate to the pilot the quantity of fuel (3) The materials used are durable, in each tank during flight. In addition - suitable for the purpose intended, and protected against corrosion. (1) Each fuel quantity indicator must be calibrated to read 'zero' during level flight when the quantity of fuel remaining in the CS-VLA 1327 Magnetic direction tank is equal to the unusable fuel supply indicator determined under CS-VLA 959; (a) The magnetic direction indicator (2) Each exposed sight gauge used as required must be installed so that its accuracy is a fuel quantity indicator must be protected not excessively affected by the aeroplane's against damage; vibration or magnetic fields.

(3) Each sight gauge that forms a trap (b) The compensated installation must not in which water can collect and freeze must have a deviation in level flight, greater than 10° have means to allow drainage on the ground; on any heading except that when radio is trans- mitting the deviation may exceed 10°but must (4) Tanks with interconnected outlets not exceed 15°. and airspaces may be considered as one tank and need not have separate indicators.

CS-VLA 1331 Instruments using a (c) Fuel flowmeter system . If a fuel power supply flowmeter system is installed, each metering component must have a means to by-pass the For each aeroplane - fuel supply if malfunctioning of that component severely restricts fuel flow.

(a) Each gyroscopic instrument must derive its energy from power sources adequate to maintain its required accuracy at any speed above the best rate-of-climb speed; 1–F–2 CS-VLA BOOK 1 the connection between the alternator and its ELECTRICAL SYSTEMS AND battery.

EQUIPMENT (c) Generating system . There must be at least one generator if the electrical system CS-VLA 1351 General supplies power to load circuits essential for safe (a) Electrical system capacity . Each operation. In addition – electrical system must be adequate for the (1) Each generator must be able to intended use. In addition – deliver its continuous rated power; (1) Electric power sources, their (2) Generator voltage control transmission cables, and their associated equipment must be able to dependably control and protective devices, must be able to regulate the generator output within rated furnish the required power at the proper limits; voltage to each load circuit essential for safe operation; and (3) Each generator must have a reverse current cut out designed to disconnect (2) Compliance with sub-paragraph the generator from the battery and from the (a)(l) of this paragraph must be shown by an other generators when enough reverse current electrical load analysis, or by electrical exists to damage that generator; measurements, that account for the electrical loads applied to the electrical system in (4) There must be a means to give probable combinations and for probable immediate warning to the pilot of a failure of durations.

any generator; and (b) Functions . For each electrical system, (5) Each generator must have an the following apply: overvoltage control designed and installed to prevent damage to the electrical system, or to (1) Each system, when installed, must equipment supplied by the electrical system, be – that could result if that generator were to (i) Free from hazards in itself, develop an overvoltage condition.

in its method of operation, and in its (d) Instruments . There must be a means to effects on other parts of the aeroplane; indicate to the pilot that the electrical power (ii) Protected from fuel, oil, supplies are adequate for safe operation. For water, other detrimental substances, and direct current systems, an ammeter in the battery mechanical damage; and feeder may be used.

(iii) So designed that the risk of (e) Fire resistance . Electrical equipment electrical shock to occupants and ground must be so designed and installed that in the personnel is reduced to a minimum.

event of a fire in the engine compartment, during which the surface of the firewall adjacent to the (2) Electric power sources must fire is heated to ll00°C for 5 minutes or to a function properly when connected in lesser temperature substantiated by the applicant, combination or independently, except that the equipment essential to continued safe alternators may depend on a battery for initial operation and located behind the firewall will excitation or for stabilisation.

function satisfactorily and will not create an (3) No failure or malfunction of any additional fire hazard. This may be shown by test electric power source may impair the ability or analysis.

of any remaining source to supply load (f) External power . If provisions are made circuits essential for safe operation, except for connecting external power to the aeroplane, that the operation of an alternator that and that external power can be electrically depends on a battery for initial excitation or connected to equipment other than that used for for stabilisation may be stopped by failure of engine starting, means must be provided to that battery.

ensure that no external power supply having a (4) Each electric power source control reverse polarity, or a reverse phase sequence, can must allow the independent operation of each supply power to the aeroplane's electrical source, except that controls associated with system.

alternators that depend on a battery for initial excitation or for stabilisation need not break 1–F–3 CS-VLA BOOK 1 CS-VLA 1353 Storage battery design CS-VLA 1357 Circuit protective devices and in stallation (a) Protective devices, such as fuses or (a) Each storage battery must be designed circuit breakers, must be installed in all electrical and installed as prescribed in this paragraph. circuits other than – (b) Safe cell temperatures and pressures (1) The main circuit of starter motors; must be maintained during any probable and charging and discharging condition. No (2) Circuits in which no hazard is uncontrolled increase in cell temperature may presented by their omission.

result when the battery is recharged (after previous complete discharge) – (b) A protective device for a circuit essential to flight safety may not be used to (1) At maximum regulated voltage or protect any other circuit.

power; (c) Each resettable circuit protective device (2) During a flight of maximum (‘trip free’ device in which the tripping duration; and mechanism cannot be overridden by the (3) Under the most adverse cooling operating control) must be designed so that – condition likely to occur in service.

(1) A manual operation is required to (c) Compliance with sub-paragraph (b) of restore service after tripping; and this paragraph must be shown by tests unless (2) If an overload or circuit fault experience with similar batteries and exists, the device will open the circuit installations has shown that maintaining safe cell regardless of the position of the operating temperatures and pressures presents no problem.

control.

(d) No explosive or toxic gases emitted by (d) If the ability to reset a circuit breaker or any battery in normal operation, or as the result replace a fuse is essential to safety in flight, that of any probable malfunction in the charging circuit breaker or fuse must be so located and system or battery installation, may accumulate in identified that it can be readily reset or replaced hazardous quantities within the aeroplane.

in flight.

(e) No corrosive fluids or gases that may (e) If fuses are used, there must be one escape from the battery may damage surrounding spare of each rating, or 50% spare fuses of each structures or adjacent essential equipment.

rating, whichever is greater.

(f) Each nickel cadmium battery installation capable of being used to start an CS-VLA 1361 Master switch engine or auxiliary power unit must have arrangement provisions to prevent any hazardous effect on structure or essential systems that may be caused (a) There must be a master switch or by the maximum amount of heat the battery can switches arranged to allow ready disconnection generate during a short circuit of the battery or of all electric power sources. The point of of its individual cells. disconnection must be adjacent to the sources controlled by the switch.

(g) Nickel cadmium battery installations capable of being used to start an engine or (b) The master switch arrangement must be auxiliary power unit must have – so installed that it is easily discernible and accessible to the pilot in flight.

(1) A system to control the charging rate of the battery automatically so as to prevent battery overheating; CS-VLA 1365 Electric cables and equipment (2) A battery temperature sensing and over-temperature warning system with a (a) Each electric connecting cable must be means for disconnecting the battery from its of adequate capacity.

charging source in the event of an over- (b) Each cable and associated equipment temperature condition; or that would overheat in the event of circuit (3) A battery failure sensing and overload or fault must be at least flame resistant warning system with a means for and may not emit dangerous quantities of toxic disconnecting the battery from its charging fumes.

source in the event of battery failure.

1–F–4 CS-VLA BOOK 1 (c) There must be means to prevent CS-VLA 1367 Switches excessive pressure resulting from fluid Each switch must be – volumetric changes.

(a) Able to carry its rated current; (d) Tests. It must be shown by tests that – (b) Constructed with enough distance or (1) The system is fully efficient when insulating material between current carrying it has to transmit the maximum pilot force to parts and the housing so that vibration in flight which it can be submitted.

will not cause shorting; (2) There is no permanent (c) Accessible to the pilot; and deformation or leakage, when the system is submitted to the maximum pilot force. (See (d) Labelled as to operation and the circuit CS-VLA 405.) (See AMC VLA 1436.) controlled.

LIGHTS CS-VLA 1384 External lights If external lights are installed they must comply with the applicable sub-paragraphs of paragraph 23.1385 to 23.1401, of CS-23.

SAFETY EQUIPMENT CS-VLA 1411 General (a) When safety equipment is installed it must be readily accessible; and (b) Stowage provisions for that equipment must be furnished and must – (1) Be arranged so that the equipment is directly accessible and its location is obvious; and (2) Protect the safety equipment from damage caused by being subjected to the inertia loads specified in CS-VLA 561.

MISCELLANEOUS EQUIPMENT CS-VLA 1431 Electronic equipment Electronic equipment and installations must be free from hazards in themselves, in their method of operation, and in their effects on other components.

CS-VLA 1436 Hydraulic manually- powered brake systems (a) Each hydraulic manually-powered brake system and its elements must withstand without yielding, the structural loads expected, in addition to hydraulic loads.

(b) A means to verify the quantity of hydraulic fluid in the system must be provided.

1–F–5 CS-VLA BOOK 1 1–F–6

CS-VLA BOOK 1 SUBPART G – OPERATING LIMITATIONS AND INFORMATION CS-VLA 1501 General (b) Additional combinations of flap setting, airspeed, and engine power may be established if (a) Each operating limitation specified in the structure has been proven for the CS-VLA 1505 to 1525 and other limitations and corresponding design conditions.

information necessary for safe operation must be established.

CS-VLA 1519 Weight and centre of gravity (b) The operating limitations and other information necessary for safe operation must be The weight and centre of gravity limitations determined under CS-VLA 23 must be made available to the pilot as prescribed in CS- established as operating limitations.

CS 1541 to 1589.

CS-VLA 1521 Powerplant limitations CS-VLA 1505 Airspeed limitations (a) General . The powerplant limitations (a) The never-exceed speed V must be NE prescribed in this paragraph must be established established so that it is – so that they do not exceed the corresponding (1) Not less than 0·9 times the limits for which the engine or propeller is type minimum value of V allowed under CS-VLA D certificated.

335; and (b) Take-off operation . The Powerplant (2) Not more than the lesser of – take-off operation must be limited by – (i) 0·9 V established under CS- D (1) The maximum rotational speed VLA 335; or power; (ii) 0·9 times the maximum (2) The maximum allowable manifold speed shown under CS-VLA 251.

pressure for aeroplanes equipped with a variable pitch propeller or supercharger; (b) The maximum structural cruising speed V must be established so that it is – NO (3) The time limit for the use of the power or thrust corresponding to the (1) Not less than the minimum value limitations established in sub-paragraphs (b)(l) of V allowed under CS-VLA 335; and C and (b)(2) of this paragraph; and (2) Not more than the lesser of – (4) If the time limit in sub-paragraph (i) V established under CS- C (b)(3) of this paragraph exceeds two minutes, VLA 335; or the maximum allowable cylinder head (as applicable), liquid coolant, and oil (ii) 0·89 V established under NE temperatures.

sub-paragraph (a) of this paragraph.

(c) Continuous operation . The continuous operation must be limited by – CS-VLA 1507 Manoeuvring speed (1) The maximum rotational speed; The manoeuvring speed V , determined under A CS-VLA 335, must be established as an (2) The maximum allowable manifold operating limitation.

pressure for aeroplanes equipped with a variable pitch propeller or supercharger; CS-VLA 1511 Flap extended speed (3) The maximum allowable cylinder (a) The flap extended speed V must be head, oil, and liquid coolant temperatures.

FE established so that it is – (d) Fuel grade . The minimum fuel grade (1) Not less than the minimum value must be established so that it is not less than that of V allowed in CS-VLA 345 and 457; and required for the operation of the engine within F the limitations in sub-paragraphs (b) and (c) of (2) Not more than the lesser of – this paragraph.

(i) V established under CS- F VLA 345; or CS-VLA 1525 Kinds of operation (ii) V established under CS- F The kinds of operation to which the aeroplane VLA 457.

is limited are established by the category in 1–G–1 CS-VLA BOOK 1 which it is eligible for certification and by the (s) Instructions for weighing the aircraft installed equipment.

and determining the actual centre of gravity.

CS-VLA 1529 Maintenance manual MARKINGS AND PLACARDS A maintenance manual containing the information that the applicant considers essential CS-VLA 1541 General for proper maintenance must be provided. At (a) The aeroplane must contain – least the following must be considered in developing the essential information: (1) The markings and placards specified in CS-VLA 1545 to 1567; and (a) Description of systems; (2) Any additional information, (b) Lubrication instructions setting forth the instrument markings, and placards required frequency and the lubricants and fluids which are for the safe operation if it has unusual design, to be used in the various systems; operating, or handling characteristics.

(c) Pressures and electrical loads applicable (b) Each marking and placard prescribed in to the various systems; sub-paragraph (a) of this paragraph – (d) Tolerances and adjustments necessary (1) Must be displayed in a for proper functioning of the aeroplane; conspicuous place; and (e) Methods of levelling, jacking, raising, (2) May not be easily erased, and ground towing; disfigured, or obscured.

(f) Methods of balancing control surfaces, (c) The units of measurement used on and maximum permissible values of play at placards must be the same as those used on the hingepins and control circuit backlash; indicators.

(g) Identification of primary and secondary structures; CS-VLA 1543 Instrument markings: general (h) Frequency and extent of inspections For each instrument – necessary for proper maintenance of the aeroplane; (a) When markings are on the cover glass of the instrument, there must be means to maintain (i) Special repair methods applicable to the the correct alignment of the glass cover with the aeroplane; face of the dial; and (j) Special inspection techniques; (b) Each arc and line must be wide enough (k) List of special tools; and located to be clearly visible to the pilot.

(1) Statement of service life .limitations (replacement or overhaul) of parts, components CS-VLA 1545 Airspeed indicator and accessories subject to such limitations, (a) Each airspeed indicator must be marked unless those limitations are given in documents as specified in subparagraph (b) of this referred to in (m); paragraph, with the marks located at the (m) List of maintenance documents for corresponding indicated airspeed.

parts, components and accessories approved (b) The following markings must be made: independently of the aeroplane; (1) For the never-exceed speed V , a NE (n) The materials necessary for small radial red line.

repairs.

(2) For the caution range, a yellow arc; (o) Care and cleaning recommendations; ' extending from the red line specified in sub- (p) List of placards and markings and their paragraph (b)(l) of this paragraph to the upper locations; limit of the green arc specified in sub- paragraph (b)(3) of this paragraph.

(q) Instructions for rigging and de-rigging; (3) For the normal operating range, a (r) Information on supporting points and green arc with the lower limit at V with S1 means to prevent damage. during ground maximum weight and with landing gear and transport, rigging and de-rigging; and wing flaps retracted, and the upper limit at the 1–G–2 CS-VLA BOOK 1 maximum structural cruising speed V (b) Each. secondary control must be NO established under CS-VLA 1505 (b). suitably marked.

(4) For the flap operating range, a (c) For powerplant fuel controls – white arc with the lower limit at V at the SO (1) Each fuel tank selector control maximum weight and the upper limit at the must be marked to indicate the position flaps-extended speed V established under FE corresponding to each tank and to each CS- VLA 1511.

existing cross feed position; (2) If safe operation requires the use CS-VLA 1547 Magnetic direction indicator of any tanks in a specific sequence, that (a) A placard meeting the requirements of sequence must be marked on or near the this section must be installed on or near the selector for those tanks; magnetic direction indicator.

(3) The conditions under which the (b) The placard must show the calibration full amount of usable fuel in any restricted of the instrument in level flight with the engine usage fuel tank can safely be used must be operating. stated on a placard adjacent to the selector valve for that tank.

(c) The placard must state whether the calibration was made with radio receivers on or (d) For accessory, auxiliary, and emergency off. controls – (d) Each calibration reading must be in (1) If retractable landing gear is used terms of magnetic headings in not more than the indicator required by CS-VLA 729 must 30°increments. be marked so that the pilot can, at any time ascertain that the wheels are secured in the extreme positions; and CS-VLA 1549 Powerplant instruments (2) Each emergency control must be For each required powerplant instrument, as red and must be marked as to method of appropriate to the type of instruments – operation.

(a) Each maximum and if applicable, minimum safe operating limit must be marked CS-VLA 1557 Miscellaneous markings and with a red radial or a red line; – placards (b) Each normal operating range must be (a) Baggage and cargo compartments, and marked with a green arc or green line not ballast location . Each baggage and cargo extending beyond the maximum and minimum compartment, and each ballast location, must safe limits; have a placard stating any limitations on (c) Each take-off and precautionary range contents, including weight, that are necessary must be marked with a yellow arc or a yellow under the loading requirements.

line; and (b) Fuel and oil filler openings . The (d) Each engine or propeller range that is following apply: restricted because of excessive vibration stresses (1) Fuel filler openings must be must be marked with red arcs or red lines.

marked at or near the filler cover with the minimum fuel grade, fuel designation, fuel CS-VLA 1551 Oil quantity indicator capacity of the tank, and for each 2-stroke engine without a separate oil system, fuel/oil Each oil quantity indicator must be marked to mixture ratio.

clearly indicate the maximum and minimum quantity of oil that is acceptable.

(2) Oil filler openings must be marked at or near the filler cover: (i) With the grade; and CS-VLA 1555 Control markings (ii) If the oil is detergent or non- (a) Each cockpit control, other than primary detergent.

flight controls and simple push button type starter switches, must be plainly marked as to its (c) Fuel tanks . The usable fuel capacity in function and method of operation.

volumetric units of each tank must be marked at the selector and on the fuel quantity indicator.

1–G–3 CS-VLA BOOK 1 (d) When an emergency exit is provided in (3) A list of effective pages, with compliance with CS-VLA 807, each operating identification of those containing approved control must be red. The placards must be near information according to sub-paragraph (b) of each control and must clearly indicate its method this paragraph.

of operation.

(b) Approved information . Each part of the (e) The system voltage of each direct Flight Manual containing information prescribed current installation must be clearly marked in CS-VLA 1583 to 1587 (a) must be limited to adjacent to its external power connection. such information and must be approved, identified and clearly distinguished from each other part of the Flight Manual. All Manual CS-VLA 1559 Operating limitations placards material must be of a type that is not easily The following placards must be plainly visible erased, disfigured or misplaced, and it must be in to the pilot: the form of individual sheets capable of being inserted in a Manual provided by the applicant, (a) A placard stating the following or in a folder or in any other permanent form.

airspeeds (IAS): (c) Non-approved information . Non- (1) Design manoeuvring speed, V ; A approved information must be presented in a (2) The maximum landing gear manner acceptable to the Agency.

operating speed, V .

LO (d) Units . The units of measurement used in (b) A placard stating ‘This aeroplane is the Flight Manual must be the same as those classified as a very light aeroplane approved for used on the indicators.

day VFR only, in non-icing conditions. All aerobatic manoeuvres including intentional CS-VLA 1583 Operating limitations spinning are prohibited. See Flight Manual for other limitations’.

(a) Airspeed limitations . The following information must be furnished CS-VLA 1561 Safety equipment (1) Information necessary for the marking of the airspeed limits on the indicator, (a) When installed, safety equipment must as required in CS-VLA 1545 and the be plainly marked as to method of operation; and significance of the colour coding used on the (b) Stowage provisions for that equipment indicator.

must be marked for the benefit of occupants.

(2) The speeds V , V , V where A LO LE appropriate.

AEROPLANE FLIGHT MANUAL AND (b) Weights . The following information APPROVED MANUAL MATERIAL must be furnished: (1) The maximum weight.

CS-VLA 1581 General (See AMC VLA 1581) (2) Any other weight limits, if necessary.

(a) Furnishing information . A Flight Manual must be furnished with each aeroplane.

(c) Centre of gravity . The established c.g.

There must be an appropriate location for limits required by CS-VLA 23 must be stowage of the Flight Manual aboard the furnished.

aeroplane and each Flight Manual must contain (d) Manoeuvres . Authorised manoeuvres the following: established in accordance with CS-VLA 3.

(1) Information required in CS- VLA (e) Flight load factors . Manoeuvring load 1583 to 1589 including the explanation factors: the following must be furnished: necessary for their proper use and the significance of the symbols used.

(1) The factors corresponding to point A and point C of figure 1 of CS-VLA 333 (b), (2) Other information that is necessary stated to be applicable at V .

A for safe operation because of design operating or handling characteristics, including the (2) The factors corresponding to point effect of rain and insects accumulation on D and point E of figure 1 of CS-VLA 333 (b) flight characteristics and performances as to be applicable at V .

NE determined under CS-VLA 21 (d).

1–G–4 CS-VLA BOOK 1 (3) The factor with wing flaps height, the aeroplane configuration (if extended as specified in CS-VLA 345. pertinent), the kind of surface in the tests, and the pertinent information with respect to cowl (f) Kinds of operation . The kinds of fiap position, use of flight path control operation (day VFR) in which the aeroplane may devices, and use of the landing gear retraction be used, must be stated. The minimum system.

equipment required for the operation must be listed. (2) The landing distance determined under CS-VLA 75, the aeroplane (g) Powerplant limitations . The following configuration (if pertinent), the kind of information must be furnished: surface used in the tests, and the pertinent (1) Limitation required by CS- VLA information with respect to flap position and 1521. the use of flight path control devices.

(2) Information necessary for marking (3) The steady rate or gradient of the instruments required by CS-VLA 1549 to climb determined under CS-VLA 65 and 77, 1553. the airspeed, power, and the aeroplane configuration.

(3) Fuel and oil designation.

(4) The calculated approximate effect (4) For two-stroke engines, fuel/oil on take-off distance (sub-paragraph (a)( 1) of ratio.

this paragraph), landing distance (sub- (h) Placards. Placards required by CS-VLA paragraph (a)(2) of this paragraph), and steady 1555 to 1561 must be presented. rates of climb (sub-paragraph (a)(3) of this paragraph), of variations in altitude and temperature. (See AMC VLA 1587(a)(4).)

CS-VLA 1585 Operating data and procedures (5) The maximum atmospheric temperature at which compliance with the Information concerning normal and cooling provisions of CS-VLA 1041 to 1047 emergency procedures and other pertinent is shown.

information necessary for safe operation must be furnished, including – (b) Skiplanes . For skiplanes a statement of the approximate reduction in climb performance (a) The stall speed in the various may be used instead of complete new data for configurations.

skiplane configuration, if - (b) Any loss of altitude more than 30 m or (1) The landing gear is fixed in both any pitch attitude more than 30°below the landplane and skiplane configurations; horizon occurring during the recovery part of the manoeuvre prescribed in CS-VLA 201.

(2) The climb requirements are not critical; and (c) Any loss of altitude of more than 30 m occurring in the recovery part of the manoeuvre (3) The climb reduction in the prescribed in CS-VLA 203.

skiplane configurations is small (0.15 to 0.25 m/s (30 to 50 feet per minute)).

(d) Recommended recovery procedure to recover from an inadvertent spin.

(c) Information concerning normal procedures (e) Special procedures to start the engine in flight, if necessary.

(1) The demonstrated crosswind velocity and procedures and information (f) Information on the total quantity of pertinent to operation of the aeroplane in usable fuel, and conditions under which the full crosswinds, and amount of usable fuel in each tank can safely be used.

(2) The airspeeds, procedures, and information pertinent to the use of the following airspeeds: CS-VLA 1587 Performance information (i) The recommended climb (a) General . For each aeroplane, the speed and any variation with altitude.

following information must be furnished (ii) V (speed for best angle of X (1) The take-off distance determined climb) and any variation with altitude.

under CS-VLA 51, the airspeed at the 15 m 1–G–5 CS-VLA BOOK 1 (iii) The approach speeds, including speeds for transition to the balked landing condition.

(d) An indication of the effect on take-off distance of a grass surface as determined from at least one take-off measurement on short mown dry grass must be furnished.

CS-VLA 1589 Loading information The following loading information must be furnished: (a) The weight and location of each item of equipment installed when the aeroplane was weighed under CS-VLA 25.

(b) Appropriate loading instructions for each possible loading condition between the maximum and minimum weights determined under CS-VLA 25 that can result in a centre of gravity beyond – (1) The extremes selected by the applicant; (2) The extremes within which the structure is proven; or (3) The extremes within which compliance with each functional requirement is shown.

I 1–G–6

CS-VLA BOOK 1 A PPENDICES Appendix A Simplified Design Load Criteria For Conventional Very Light Aeroplanes (b) Tables 1 and 3 and figure A3 of this A1 General Appendix must be used to determine values of ni, n2, n3 and n4, corresponding to the maximum (a) The design load criteria in this design weights in the desired Categories.

Appendix are an approved equivalent of those in CS- VLA 321 to 459 of this document for the (c) Figures Al and A2 of this Appendix certification of conventional very light must be used to determine values of n3 and n4 aeroplanes as defined in CS-VLA 1 and 301 (d) corresponding to the minimum flying weights in and AMC 301 (d). the desired categories, and, if these load factors are greater than the load factors at the design (b) Unless otherwise stated, the weight, the supporting structure for dead weight nomenclature and symbols in this Appendix are items must be substantiated for the resulting the same as the corresponding nomenclature and higher load factors.

symbols in CS-VLA.

(d) Each specified wing and tail loading is independent of the centre of gravity range.

A3 Special symbols However, a c.g. range, must be selected for the n 1 = Aeroplane Positive Manoeuvring aeroplane and the basic fuselage structure must Limit Load Factor be investigated for the most adverse dead weight loading conditions for the c.g. range selected.

n 2 = Aeroplane Negative Manoeuvring Limit Load Factor (e) The following loads and loading conditions are the minimums for which strength n 3 = Aeroplane Positive Gust Limit must be provided in the structure: Load Factor at V C (1) Aeroplane equilibrium . The n 4 = Aeroplane Negative Gust Limit aerodynamic wing loads may be considered to Load Factor at V C act normal to the relative wind, and to have a n = Aeroplane Positive Limit Load magnitude of 1.05 times the aeroplane normal flap Factor With Flaps Fully Extended loads (as determined from sub-paragraph A9 at V (b) and (c) of this Appendix) for the positive F flight conditions and a magnitude equal to the *V = Minimum Design Flap Speed = Fmin aeroplane normal loads for the negative 4.98 S / W 1 n knots.

conditions. Each chordwise and normal component of this wing load must be *V = Minimum Design Manoeuvring Amin considered.

Speed = 6.79 S / W 1 n knots.

(2) Minimum design airspeeds . The *V = Minimum Design Cruising Speed minimum design airspeeds may be chosen by Cmin the applicant except that they may not be less = 7.69 S / W 1 n knots.

than the minimum speeds found by using *V = Minimum Design Dive Speed = Table 3 of this Appendix. In addition, V Dmin Cmin need not exceed values of 0.9 V actually 10.86 S / W 1 n knots. H obtained at sea level for the lowest design *Also see sub-paragraph A7(e)(2) of this weight category for which certification is Appendix. desired. In computing these minimum design (Speeds in knots, W in kg, S in m .) airspeeds, ni may not be less than 3.8.

(3) Flight load factor . The limit flight A7 Flight loads load factors specified in Table 1 of this Appendix represent the ratio of the (a) Each flight load may be considered aerodynamic force component (acting normal independent of altitude and, except for the local to the assumed longitudinal axis of the supporting structure for dead weight items, only aeroplane) to the weight of the aeroplane. A the maximum design weight conditions must be positive flight load factor is an aerodynamic investigated.

1–App A–1 CS-VLA BOOK 1 force acting upward, with respect to the installed, the aeroplane must be designed for aeroplane. the two flight conditions corresponding to the values of limit flap-down factors specified in Table 1 of this Appendix with the flaps fully A9 Flight conditions extended at not less than the design flap speed (a) General . Each design condition in sub- V from Table 3 of this Appendix.

Fmin paragraphs (b) and (c) of this paragraph must be (c) Unsymmetrical flight conditions . Each used to assure sufficient strength for each affected structure must be designed for condition of speed and load factor on or within unsymmetrical loadings as follows: the boundary of a V-n diagram for the aeroplane similar to the diagram in figure A3 of this (1) The aft fuselage-to-wing Appendix. This diagram must also be used to attachment must be designed for the critical determine the aeroplane structural operating vertical surface load determined in accordance limitations as specified in CS-VLA 1501 (c) to with sub-paragraphs Al1 (c)(l) and (2) of this 1511 and 1519. Appendix.

(b) Symmetrical flight conditions . The (2) The wing and wing carry-through aeroplane must be designed for symmetrical structures must be designed for 100% of flight conditions as follows: condition ‘A’ loading on one side of the plane of symmetry and 70% on the opposite side.

(1) The aeroplane must be designed for at least the four basic flight conditions, (3) The wing and wing carry-through ‘A’, ‘D’, ‘E‘, and ‘G‘ as noted on the flight structures must be designed for the loads envelope of figure A3 of this Appendix. In resulting from a combination of 75% of the addition, the following requirements apply: positive manoeuvring wing loading on both sides of the plane of symmetry and the (i) The design limit flight load maximum wing torsion resulting from aileron factors corresponding to conditions ‘D’ displacement. The effect of aileron and ‘E’ of figure A3 must be at least as displacement on wing torsion at V or V C A great as those specified in Table 1 and using the basic aerofoil moment coefficient, figure A3 of this Appendix, and the Cmo, modified over the aileron portion of the design speed for these conditions must span, must be computed as follows: be at least equal to the value of V Dmin found from Table 3 of this Appendix. (i) C m = C mo + 0.01 δ u (up aileron side) wing basic aerofoil.

(ii) For conditions ‘A’ and ‘G‘ of figure A3, the load factors must (ii) C m = C mo - 0.01 δ d (down correspond to those specified in Table 1 aileron side) wing basic aerofoil, where of this Appendix, and the design speeds δ u is the up aileron deflection and δ d is must be computed using these load the down aileron.

factors with the maximum static life (4) Δ critical, which is the sum of δ u + coefficient C determined by the NA δ d , must be computed as follows: applicant. However, in the absence of more precise computations, these latter (i) Compute Δ a and Δ b from the conditions may be based on a value of formulae – C = ±35 and the design speed for NA V A Δ × = Δ and condition ‘A’ may be less than V .

Amin p a V C (iii) Conditions ‘C‘ and ‘F‘ of V A figure A3 need only be investigated 5 0 Δ × ⋅ = Δ p b V when n3 W/S or n4 W/S are greater than D n1 W/S or n2 W/S of this Appendix, where Δ p = the maximum total respectively. The use of figures Al and deflection (sum of both aileron A2 for points ‘C’ and ‘F’ is restricted to deflections) at V with V , V , and V A A C D wings of Aspect Ratio of 7 or less. In described in sub-paragraph (2) of A7(e) other cases, the method of CS-VLA 341 of this Appendix.

should be used.

(ii) Compute K from the (2) If flaps or other high lift devices formula – intended for use at the relatively low airspeed of approach, landing, and take-off, are 1–App A–2 CS-VLA BOOK 1 which could be obtained in flight by employing

( ) V b 01 0 C δ ⋅ −

D 0 m K = the maximum limit pilot forces specified in the

( ) V a 01 0 C δ ⋅ −

C 0 m table in CS- VLA 397 (b). If the surface loads are limited by these maximum limit pilot forces, where δ a is the down aileron deflection the tabs must either be considered to be deflected corresponding to Δ a and δ b is the down to their maximum travel in the direction which aileron deflection corresponding to Δ b would assist the pilot or the deflection must as computed in step (i).

correspond to the maximum degree of ‘out of (iii) If K is less than 1.0, Δ a is Δ trim’ expected at the speed for the condition critical and must be used to determine under consideration. The tab load, however, need δ u , and δ d . In this case, V is the critical not exceed the value specified in Table 2 of this C speed which must be used in computing Appendix.

the wing torsion loads over the aileron (c) Surface loading conditions . Each span.

surface loading condition must be investigated as (iv) If K is equal to or greater follows: than 1.0, Δ b is Δ critical and must be (1) Simplified limit surface loadings used to determine δ u and δ d . In this case, and distributions for the horizontal tail, V is the critical speed which must be D vertical tail, aileron, wing flaps, and trim tabs used in computing the wing torsion are specified in Table 2 and figures A4 and loads over the aileron span.

A5 of this Appendix. If more than one (d) Supplementary conditions; rear lift distribution is given, each distribution must be truss; engine torque; side load on engine mount . investigated. Figure A4 is limited to use with Each of the following supplementary conditions vertical tails with aspect ratios less than 2.5 must be investigated: and horizontal tails with aspect ratios less than 5 and tail volumes greater than 0.4.

(1) In designing the rear lift truss, the special condition specified in CS-VLA 369 (d) Outboard fins . Outboard fins must meet may be investigated instead of condition ‘G’ the requirements of CS-VLA 445.

of figure A3 of this Appendix.

(e) T- and V-tails . T- and V-tails must meet (2) The engine mount and its the requirements of CS-VLA 427.

supporting structure must be designed for the (f) Special devices . Special devices must maximum limit torque corresponding to meet the requirements of CS-VLA 459.

Maximum Expected Take-off Power and propeller speed acting simultaneously with the limit loads resulting from the maximum A13 Control system loads positive manoeuvring flight load factor n1.

(a) Primary flight controls and systems .

The limit torque must be obtained by Each primary flight control and system must be multiplying the mean torque by the factor designed as follows: defined in CS-VLA 361 (b).

(1) The flight control system and its (3) The engine mount and its supporting structure must be designed for supporting structure must be designed for the loads corresponding to 125% of the computed loads resulting from a lateral limit load factor hinge moments of the movable control surface of not less than 1.47.

in the conditions prescribed in paragraph Al1 of this Appendix. in addition - A11 Control surface loads (i) The system limit loads need not exceed those that could be produced ( a) General . Each control surface load must by the pilot and automatic devices be determined using the criteria of sub-paragraph operating the controls; and (b) of this paragraph and must lie within the simplified loadings of sub-paragraph (c) of this (ii) The design must provide a paragraph.

rugged system for service use, including jamming, ground gusts, taxying (b) Limit pilot forces . In each control downwind, control inertia, and friction.

surface loading condition described in sub- paragraphs (c) to (e) of this paragraph, the (2) Acceptable maximum and airloads on the movable surfaces and the minimum limit pilot forces for elevator, corresponding deflections need not exceed those aileron, and rudder controls are shown in the 1–App A–3 CS-VLA BOOK 1 table in CS-VLA 387 (b). These pilots loads individual pilot loads may not be less than the must be assumed to act at the appropriate minimum limit pilot forces shown in the table in control grips or pads as they would under CS-VLA 397(b).

flight conditions, and to be reacted at the (c) Ground gust conditions . Ground gust attachments of the control system to the conditions must meet the requirements of CS- control surface horn.

VLA 415.

(b) Dual controls . If there are dual controls, (d) Secondary controls and systems .

the systems must be designed for pilots operating Secondary controls and systems must meet the in opposition, using individual pilot loads equal requirements of CS-VLA 405.

to 75% of those obtained in accordance with sub- paragraph (a) of this paragraph, except that Table 1 – Limit flight load factors LIMIT FLIGHT LOAD FACTORS Normal Utility Aerobatic Category category category n1 3·8 4·4 6·0 n2 –0·5 n1 Flaps FLIGHT Up n3 Find n3 from Figure A1 LOAD n4 Find n4 from Figure A2 FACTORS nflap 0·5 n1 Flaps Down nflap Zero* *Vertical wing load may be assumed equal to zero and only the flap part of the wing need be checked for this condition.

1–App A–4 CS-VLA BOOK 1

Table 2 - Average limit control surface loading

AVERAGE LIMIT CONTROL SURFACE LOADING SURFACE DIRECTION OF MAGNITUDE OF CHORDWISE LOADING LOADING DISTRIBUTION (a) Up and Down Figure A4 Curve (2) HORIZONTAL TAIL I w (b) Unsymmetrical loading 100% on one side (Up and Down) aeroplane C L 65% w on other side aeroplane C for normal and L utility categories.

For aerobatic category see A11(c) (a) Right and Left Figure A4 Curve (1) Same as (A) above VERTICAL TAIL II (b) Right and Left Figure A4 Curve (1) Same as (B) above AILERON III (a) Up and Down Figure A5 Curve (5) (a) Up Figure A5 Curve (4) WING FLAP IV (b) Down 0·25 x Up load (a) TRIM TAB V (a) Up and Down Figure A5 Curve (3) Same as (D) above Note: The surface loadings I, II, III an V above are based on speeds V and V . The loading of IV is based on V .

Amin Cmin Fmin If values of speeds greater than these minimums are selected for design, the appropriate surface loadings must be ⎤ ⎡ V selected multiplied by ratio . For conditions I, II, III and V the multiplying factor used must be the higher of ⎥ ⎢ V minimum ⎦ ⎣ 2 2 ⎤ ⎡ ⎤ ⎡ V V . Csel . Asel or ⎥ ⎢ ⎥ ⎢ V V min C ⎦ ⎣ Amin ⎦ ⎣ 1–App A–5 CS-VLA BOOK 1 FIGURE A l CHART FOR FINDING n3 FACTOR AT SPEED V .

C FIGURE A2 CHART FOR FINDING n4 FACTOR AT SPEED V .

C 1–App A–6 CS-VLA BOOK 1

Table 3 - Determination of minimum design speeds – Equations

W 1 n V = 10·86 1 n but need not exceed 1·4 V Dmin min C S 8 3 ⋅ W V = 7·69 1 n but need not exceed 0·9 V Cmin H S W V = 6·79 1 n but need not exceed V used in design Amin C S W V = 4·98 1 n Fmin S (Speeds are in knots, W in kg, S in m ) W W W W 1. Conditions ‘C’ or ‘F’ need only be investigated when n 3 is greater than n 1 or n 4 or n 2 , S S S S respectively.

2. Condition ‘G’ need not be investigated when the supplementary condition specified in CS-VLA 369 is investigated.

FIGURE A3 FLIGHT ENVELOPE.

1–App A–7 CS-VLA BOOK 1 FIGURE A4 AVERAGE LIMIT CONTROL SURFACE LOADING.

FIGURE A5 AVERAGE LIMIT CONTROL SURFACE LOADING.

1–App A–8

CS-VLA BOOK 1 APPENDIX B Control Surface Loadings B1 General (1) With the conditions in CS-VLA 423 (a)(i), obtain as a function of W/S and (a) If allowed by the specific requirements w surface deflection, using - in this CS-VLA, the values of control surface loading in this Appendix may be used to deter (i) Curve C of figure B1 for a mine the detailed rational requirements of CS- o deflection of 10 or less; VLA 397 to 459 unless the Agency finds that these values result in unrealistic loads. (ii) Curve B of figure B1 for a o deflection of 20 ; (b) In the control surface loading conditions of paragraph B11, the airloads on the movable (iii) Curve A for a deflection of o surfaces need not exceed those that could be 30 or more; obtained in flight by using the maximum limit (iv) Interpolation for all other pilot forces prescribed in CS-VLA 397 (b). If the deflections; and surface loads are limited by these maximum limit pilot forces, the tabs must be deflected - (v) The distribution of figure B7; and (1) To their maximum travel in the direction that would assist the pilot; or (2) With the conditions in CS- VLA 423 (a)(2), obtain from curve B of figure w (2) In an amount corresponding to the B1 using the distribution of figure B7.

greatest degree of out-of-trim expected at the speed for the condition being considered.

(b) For vertical tail surfaces - (1) With the conditions in CS-VLA (c) For a seaplane version of a landplane 441 (a)(l), obtain as a function of W/S and the landplane wing loadings may be used to w surface deflection using the same determine the limit manoeuvring control surface requirements as used in sub-paragraphs loadings (in accordance with paragraph B11 and (a)( l)(i) to (a)( l)(v) of this paragraph; figure B1 of this Appendix) if - (1) The power of the seaplane engine (2) With the conditions in CS- VLA does not exceed the power of the landplane 441 (a)(2), obtain from Curve C, using the w engine; distribution of figure B6; and (2) The placard manoeuvre speed of (3) With the conditions in CS-VLA the seaplane does not exceed the placard 441 (a)(3), obtain from Curve A, using the w manoeuvre speed of the landplane; distribution of figure B8.

(3) The maximum weight of the (c) For ailerons, obtain from Curve B, w seaplane does not exceed the maximum acting in both the up and down directions, using weight of the landplane by more than 10%; the distribution of figure B9.

(4) The landplane service experience does not show any serious control-surface load problem; and (5) The landplane service experience is of sufficient scope to ascertain with reasonable accuracy that no serious control- surface load problem will develop on the seaplane.

B11 Control surface loads Acceptable values of limit average manoeuvring control-surface loadings may be obtained from figure B1 of this Appendix in accordance with the following: (a) For horizontal tail surfaces - 1–App B–1 CS-VLA BOOK 1 FIGURE B1 – LIMIT AVERAGE MANOEUVRING CONTROL SURFACE LOADING.

FIGURE B2 –MANOEUVRING TAIL LOAD INCREMENT (UP OR DOWN) As an alternative to Figure B2, the following may be used: k T

( ) 5 1 1 n 1 n 1 20 ⋅ − ⋅ × =

V 1 g W t where: k is the radius of gyration of the aircraft in pitch l is the distance between the aeroplane centre of gravity and the centre of the lift of the horizontal tail t V is the aircraft speed in m/s.

1–App B–2 CS-VLA BOOK 1 FIGURE B3 UP AND DOWN GUST LOADING ON HORIZONTALTAIL SURFACE.

FIGURE B4 RESERVED.

1–App B–3 CS-VLA BOOK 1 FIGURE B5 - GUST LOADING ON VERTICAL TAL SURFACE.

FIGURE B6 -TAIL SURFACE LOAD DISTRIBUTION.

NOTES: (a) In balancing conditions in CS-VLA 421, (1) 140% of the net balancing load for P = 40% of net balancing load (flaps retracted); the flaps retracted case of note (a); and P = 0 (flaps deflected).

(2) 100% of the net balancing load for (b) In the condition in CS-VLA 441 (a)(2), the flaps deflected case of note (a); and P = 20% of net tail load.

(3) 120% of the net balancing load for (c) The load on the fixed surface must be - the case in note (b).

1–App B–4 CS-VLA BOOK 1 FIGURE B7 FIGURE B8 TAIL SURFACE LOAD DISTRIBUTION. TAIL SURFACE LOAD DISTRIBUTION.

FIGURE B9 AILERON LOAD DISTRIBUTION.

1–App B–5

CS-VLA BOOK 1

Appendix C Basic Landing Conditions Tail wheel type Nose wheel type Level Level landing with Condition Level Tail-down landing with Tail-down nose wheel landing landing inclined landing just clear reactions of ground Reference section--------------------------------- CS-VLA CS-VLA CS-VLA CS-VLA CS -VLA 479 (a)(1) 481 (a)(1) 479 (a)(2)(ii) 479 (a)(2)(ii) 481 (a)(2) and (b) Vertical component at c.g ----------------------- nW nW nW nW nW Fore and aft component at c.g. ----------------- KnW 0 KnW KnW 0 Lateral component in either direction at c.g -- 0 0 0 0 0 Shock absorber extension (hydraulic shock Note (2) Note (2) Note (2) Note (2) Note (2) absorber) ----------------------------------------- Shock absorber deflection (rubber or spring 100 % 100% 100% 100% 100% shock absorber) --------------------------------- Tyre deflection------------------------------------ Static Static Static Static Static Vr (n-L)W (n-L)Wb/d (n-L)Wa’/d’ (N-LW (n-L)W

Main wheel loads (both wheels) ---- - {

Dr KnW 0 KnWa’/d’ KnW 0 Vf 0 (n-L)Wa/d (n-L)Wb’/d’ 0 0

Tail (nose) wheel loads --------------- - {

Df 0 0 KnWb’/d’ 0 0 Notes ----------------------------------------------- (1), (3), and (4) (1) (1), (3), and (3) and (4) (4) (4) NOTES: (1) K may be determined as follows: K = 0.25 for W = 1361 kg or less; K = 0.33 for W = 2722 kg or greater, with linear variation of K between these weights.

(2) For the purpose of design, the maximum load factor is assumed to occur throughout the shock absorber stroke from 25% deflection to 100% deflection unless otherwise shown and the load factor must be used with whatever shock absorber extension is most critical for each element of the landing gear.

(3) Unbalanced moments must be balanced by a rational conservation method.

(4) L is defied in CS-VLA 725 e).

(5) n is the limit inertia load factor, at the c.g. of the aeroplane, selected under CS-VLA 473 (d), (f), and (g).

1–App C–1

CS-VLA BOOK 1

1–App C–2

BOOK 1 CS-VLA Appendix F Test Procedure For Self-Extinguishing Materials For Showing Compliance with CS-VLA 853 (e) Standard 191 Method 5903 (revised Method F1 Conditioning 5902) which is available from the General Specimens must be conditioned to 21ºC ± Services Administration, Business Service 2.8ºC (70ºF ± 5ºF) and at 50% ±5% relative Center, Region 3, Seventh and D Streets SW, humidity until moisture equilibrium is reached or Washington, D.C. 20407, or with some other for 24 hours. Only one specimen at a time may approved equivalent method. Specimens which be removed from the conditioning environment are too large for the cabinet must be tested in immediately before subjecting it to the flame.

similar draught-free conditions.

F2 Specimen configuration F4 Vertical test Materials must be tested either as a section A minimum of three specimens must be tested cut from a fabricated part as installed in the and the results averaged. For fabrics, the aeroplane or as a specimen simulating a cut direction of weave corresponding to the most section, such as a specimen cut from a flat sheet critical flammability conditions must be parallel of the material or a model of the fabricated part.

to the longest dimension. Each specimen must be The specimen may be cut from any location in a supported vertically. The specimen must be fabricated part; however, fabricated units such as exposed to a Bunsen or Tirrill burner with a a sandwich panel, may not be separated for test. nominal 9.5 mm (0.375 inch) I.D. tube adjusted The specimen thickness must be no thicker than to give a flame of 38.1 mm (14 inches) in height.

the minimum thickness to be qualified for use in The minimum flame temperature measured by a the aeroplane, except that thick foam parts must calibrated thermocouple pyrometer in the centre be tested in 12.7 mm (0.5 inch) thickness. In the of the flame must be 843ºC (1550 °F). The lower case of fabrics, both the warp and fill direction edge of the specimen must be 19 mm (0.75 inch) of the weave must be tested to determine the above the top edge of the. burner. The flame most critical flammability conditions. When must be applied to the centre-line of the lower performing the test prescribed in paragraph F4 of edge of the specimen. The flame must be applied this Appendix, the specimen must be mounted in for 60 seconds and then removed. Flame time, a metal frame so that - burn length, and flaming time of drippings, if any, must be recorded. The burn length (a) The two long edges and the upper edge determined in accordance with paragraph F5 of are held securely; this Appendix must be measured to the nearest 2.5 mm (0.1 inch).

(b) The exposed area of the specimen is at least 51 mm (2 inches) wide and 305 mm (12 inches) long, unless the actual size used in the F5 Burn length aeroplane is smaller; and Burn length is the distance from the original (c) The edge to which the burner frame is edge to the farthest evidence of damage to the applied must not consist of the finished or test specimen due to flame impingement, protected edge of the specimen but must be including areas of partial or complete representative of the actual cross section of the consumption, charring, or embrittlement, but not material or part installed in the aeroplane.

including areas sooted, stained, warped, or discoloured, nor areas where material has shrunk or melted away from the heat source.

F3 Apparatus Tests must be conducted in a draught-free cabinet in accordance with Federal Test Method 1–App F–1 CS-VLA BOOK 1 1–App F–2

BOOK 2 CS-VLA AMC VLA 1 Applicability (Interpretative Material) This CS-VLA is considered to be applicable to conventional aeroplanes. Some specific, non- conventional designs such as canards, tandem wings, winglets, may need additional requirements.

AMC VLA 21 (c) Proof of Compliance (Interpretative Material) Whenever used, the sentence 'may not require exceptional piloting skill' should be interpreted to mean that it is no more than the skill expected from an average pilot.

AMC VLA 21 (d) Proof of Compliance (Acceptable Means of Compliance) 1 Performance and flight characteristics related to stalling speed, take-off , and climb should be investigated with a wet profile.

2 Although the performance may exceed the limits specified in CS-VLA 45, CS-VLA 51, CS-VLA 65, (dry conditions), the variations from those achieved in dry conditions should not exceed 9.3 km/h (5 kt) for V , 50 m for take-off distance, 0·5 m/s (100 ft per min.) for rate of climb.

S0 3 The test conditions should be such that the profile must remain wet throughout all of the test.

AMC VLA 23 Load Distribution Limits (Interpretative Material) 1 The centre of gravity range within which the aeroplane may be operated safely without the use of removable ballast should not be less than that which corresponds to – a. An occupant weight of 55 kg to 86 kg for single-seat aeroplanes.

b. An occupant weight of 55 kg to 172 kg for two-seat aeroplanes.

2 In each case the safe c.g. range should permit operation with a fuel load ranging from the lower limit of usable fuel up to fuel sufficient for one hour of operation at rated maximum continuous power.

AMC VLA 45 Performance, General (Acceptable Means of Compliance) 1 The performance tests may be conducted in a non-standard atmosphere, not at sea level, and in non-still air. This requires testing procedures and data reduction methods that reduce the data to still air and standard sea level atmospheric conditions, where the performance must be met.

2 Data reduction should include corrections for engine power.

AMC VLA 173 and 175 Static Longitudinal Stability (Interpretative Material) Instrumented stick force measurements should be made unless – a. Changes in speed are clearly reflected by changes in stick forces; and b. The maximum forces obtained under CS-VLA 173 and 175 are not excessive.

2-1

BOOK 2 CS-VLA AMC VLA 201 Wings Level Stall (Interpretative Material) Yawing angles up to 5° should not appreciably change the stalling characteristics.

AMC VLA 301 (d) Loads (Interpretative Material) A conventional configuration may be taken as an aeroplane with – a. A forward wing with an aft cruciform tail unit substantially separated in the fore and aft sense from the wing; and b. Whose lifting surfaces are either untapered or have essentially continuous taper with no more than 30° fore or aft sweep at the quarter chord line and equipped with trailing edge controls. Trailing edge flaps may be fitted.

NOTES: Configurations for which specific investigation is required include – (i) Canard, tandem-wing, close-coupled or tailless arrangements of the lifting surfaces; (ii) Cantilever bi-planes or multiplanes; (iii) T-tail or V-tail arrangements; (iv) Highly swept (more than 30° at quarter chord), delta or slatted lifting surfaces; (v) Winglets or other tip devices, including outboard fins.

AMC VLA 307 (a) Proof of Structure (Interpretative Material) 1 Substantiating load tests made in accordance with CS-VLA 307 (a) should normally be taken to ultimate design load.

2 The results obtained from strength tests should be so corrected for departures from the mechanical properties and dimensions assumed in the design calculations as to establish that the possibility of any structure having a strength less than the design value, owing to material and dimensional variation, is extremely remote.

AMC VLA 405 Secondary Control System (Interpretative Material) Single hand or foot loads assumed for design should not be less than the following: a. Hand loads on small hand-wheels, cranks, etc, applied by finger or wrist-force: P = 15 daN.

b. Hand loads on levers and hand-wheels applied by the force of an unsupported arm without making use of the body weight: P = 35 daN.

c. Hand loads on levers and hand-grips applied by the force of a supported arm or by making use of the body weight: P = 60 daN.

d. Foot loads applied by the pilot when sitting with his back supported (e.g. toe-brake operating loads): P = 75 daN.

AMC VLA 441 Manoeuvring Loads (Interpretative Material and Acceptable Means of Compliance) For aeroplanes where the horizontal tail is supported by the vertical tail, the tail surfaces and their supporting structure including the rear portion of the fuselage should be designed to withstand the prescribed loadings on the vertical tail and the roll-moments induced by the horizontal tail acting in the same direction.

2-2 BOOK 2 CS-VLA 2 For T-tails in the absence of a more rational analysis, the rolling moment induced by deflection of the vertical rudder may be computed as follows:

ρ

O

M = b V S 3 0 β ⋅

r H t where – Mr = induced roll-moment at horizontal tail (Nm) b = span of horizontal tail (m) H ß = angle of zerolift line due to rudder deflection dL ß = η f η η d η = rudder deflection dL = change of zerolift angle of η f η = 1 η d f = effectivity factor in accordance with angle of rudder deflection η V = speed of flight (m/s) S = area of horizontal tail (m ) t ρ = air density at sea level (kg/m ) ο AMC VLA 443 Gust Loads (Interpretative Material and Acceptable Means of Compliance) 1 For aeroplanes where the horizontal tail is supported by the vertical tail, the tail surfaces and their supporting structure including the rear portion of the fuselage should be designed to withstand the prescribed loadings on the vertical tail and the roll-moments induced by the horizontal tail acting in the same direction.

2 For T-tails in the absence of a more rational analysis, the rolling moment induced by gust load may be computed as follows:

ρ

O

M = K VUb S 3 0 ⋅

r H t where – M = induced roll-moment at horizontal tail (Nm) r K = gust factor = 1·2 b = span of horizontal tail (m) H S = area of horizontal tail (m ) t ρ = density of air at sea level (kg/m ) ο V = speed of flight (m/s) U = gust speed (m/s) AMC VLA 479(b) Level Landing Conditions (Acceptable Means of Compliance) 'Properly combined' may be defined by a rational analysis or as follows: a. Max spin-up condition – Pz = 0·6 Pz max; Px = -0·5 Pz max.

b. Max spring back condition – Pz = 0·8 Pz max; Px = 0·5 Pz max.

c. Max vertical load condition – Pz = Pz max; Px = ±0·3 Pz max.

2-3

BOOK 2 CS-VLA where – Px = horizontal component of ground reaction Pz = vertical component of ground reaction.

AMC VLA 572 (a) Parts of Structure Critical to Safety (Interpretative Material) At least the wing main spar, the horizontal tail and their attachments to the fuselage should be investigated to determine whether or not their stress levels exceed the values given in the table in AMC VLA 572 (b).

AMC VLA 572 (b) Parts of Structure Critical to Safety (Interpretative Material and Acceptable Means of Compliance) 1 The use of the following stress levels may be taken as sufficient evidence, in conjunction with good design practices to eliminate stress concentrations, that structural items have adequate safe lives: Allowable normal stress Material used level of maximum limit load – Glass rovings in epoxy resin 25 daN/mm – Carbon fibre rovings in epoxy 40 daN/mm resin – Wood According to ANC-18* – Aluminium Alloy Half of rupture tensile strength – Steel Alloy Half of rupture tensile strength 2 Higher stress levels need further fatigue investigation using one or a combination of the following methods: a. By a fatigue test, based on a realistic operating spectrum.

b. By a fatigue calculation using strength values which have been proved to be sufficient by fatigue tests of specimens or components.

*ANC-18 is the ANC Bulletin 'Design of wood aircraft structures'; issued June 1944 by the Army-Navy-Civil Committee on Aircraft Design Criteria (USA).

AMC VLA 613 (b) Material Strength Properties and Design Values (Interpretative Material) Material specifications should be those contained in documents accepted either specifically by the Agency or by having been prepared by an organisation or person which the Agency accepts has the necessary capabilities. In defining design properties these material specification values should be modified and/or extended as necessary by the constructor to take account of manufacturing practices (for example method of construction, forming, machining and subsequent heat treatment).

AMC VLA 613 (c) Material Strength Properties and Design Values (Acceptable Means of Compliance) Test Temperature – 2-4 BOOK 2 CS-VLA a. For white painted surface and vertical sunlight: 54°C. If the test cannot be performed at this temperature an additional factor of 1·25 should be used.

b. For other coloured surfaces the curve below may be used to determine the test temperature.

Curve based on: NASA Conference Publication 2036 NASA Contractor Report 3290 AMC VLA 615 Design Properties (Acceptable Means of Compliance) When the manufacturer is unable to provide satisfactory statistical justification for A and B values, especially in the case of manufacturing of composite materials, a safety super factor should be applied to ensure that A and B values are met.

2-5

BOOK 2 CS-VLA AMC VLA 619 Special Factors (Acceptable Means of Compliance) For the substantiation of composite structures, unless more rational means are agreed by the Agency, one of the following may be used: a. An additional factor of 1·2 for moisture conditioned specimen tested at maximum service temperature, providing that a well established manufacturing and quality control procedure is used.

b. An additional factor of 1·5 for specimen tested with no specific allowance for moisture and temperature.

NOTES: 1 For cold cured structures it may be assumed that the completed structure is fully moisture conditioned.

2 The factor in a. above may be varied based on the coefficient of variation that the manufacturer is able to show for this product. (See Table 1.)

TABLE 1 Coefficient of Test Factor Variation % 5 1·00 6 1·03 7 1·06 8 1·10 9 1·12 10 1·15 12 1·22 14 1·30 15 1·33 20 1·55 Definition: Coefficient of Variation For a population with mean M and standard deviation s, the coefficient of variation, Cv, is defined by- Cv = σ /M The coefficient of variation is frequently expressed as a percentage, in which case Cv (%) = 100 σ /M Additional Advisory Material: When the population coefficient of variation is estimated from tests of critical structural features, the results from tests of at least 6 specimens should be used.

The sample coefficient of variation should be adjusted to obtain a 95% confidence estimate of the population coefficient of variation which may be used in Table 1.

In the absence of a more rational method, this may be done by multiplying the sample coefficient of variation by a Factor F, defined by – 2-6 BOOK 2 CS-VLA 2 / 1 ⎫ ⎧ ⎞ ⎛ U c 2 c 1 ⎪ ⎪ ⎟ ⎜ p 1 U 1 + − + ⎬ ⎨ p ⎟ ⎜ n n 2 ⎟ ⎜ f ⎪ ⎪ ⎭ ⎩ ⎠ ⎝ F = U c p 1 − n where – U is the standardised normal variate corresponding to the confidence level being used (for 95% confidence, p U = 1·6452) p n is the number of specimens in the Sample f is the number of statistical degree of freedom [=(n-1)] c is the population coefficient of variation. The value of the factor F is relatively relatively insensitive to the value of c used – in the absence of more rational data, a value of 0·2 should be used.

AMC VLA 773 Pilot Compartment View (Acceptable Means of Compliance) Compliance with CS-VLA 773 may be provided by the canopy having a suitable opening.

AMC VLA 775 (a) Windshields and Windows (Acceptable Means of Compliance) Windshields and windows made of synthetic resins are accepted as complying with this requirement.

AMC VLA 777 Cockpit Controls (Interpretative Material) The pilot should not need to change the hand operating the primary controls in order to operate a secondary control during critical stages of the flight (e.g. during take-off and landing).

AMC VLA 785 (e) Seats, Safety Belts and Harnesses (Acceptable Means of Compliance) Installation of shoulder harness . Figures 1(a), 1(b) and 1(c) show the recommended installation geometry for this type of restraint.

FIGURE 1(a) 2-7 BOOK 2 CS-VLA FIGURE 1(b) FIGURE 1(c) NOTES: 1 Where possible it is recommended that a negative g or crotch strap is fitted, otherwise during abrupt decelerations the shoulder straps tend to raise the belt portion (unless tightly adjusted) from around the hips onto the stomach, thus allowing the wearer to slide underneath the lap portion of the belt.

2 Where there is more than 152 mm (6 in) of webbing between the attachment point of the shoulder straps, and the lop of the seat back, suitable means should be provided to limit sideways movement e.g. guide loops, in order to ensure compliance with CS-VLA 785 (e) and to ensure adequate separation of shoulder straps to minimise injury or chafing of the wearer's neck.

3 Where the seat back is of adequate strength and such height that the harness geometry relative to the shoulder conforms with Figure 1(a) (i.e. 650 mm (25 · 5 in)), it is permissible to attach the shoulder straps to the seat back or via guide loops to the aeroplane floor.

4 Where the seat back is of adequate strength the use of means, e.g. guide loop of suitable strength, will limit sideways movement during the emergency alighting accelerations of CS-VLA 561 (b)(2).

Safety belt with one diagonal shoulder strap (ODS Safety Belt). Figures 2(a) and 2(b) show the recommended installation geometry for this type of restraint.

2-8 BOOK 2 CS-VLA FIGURE 2(a) 2-9 BOOK 2 CS-VLA FIGURE 2(b) NOTES: 1 The total length of the diagonal shoulder strap should be kept as short as possible in order to reduce the effect of webbing stretch under the emergency alighting loads.

2 Where the seat back is of adequate strength and such height that the harness geometry relative to the shoulder conforms with the Figure 2(a) (i.e. 650 mm (25 · 5 in)), it is permissible to attach the shoulder strap to the seat back or via guide loops to the aeroplane floor.

3 The installation should be such as to minimise the risk of injury or chafing of the wearer's neck, a guide loop may assist in achieving this.

AMC VLA 807(a) Emergency Exits Unless it is determined that a design is not susceptible to turnover, the inverted position (turnover) should be considered probable. If escape in an inverted position is not obvious or is questionable, provisions should be made in the basic aircraft design to allow the occupants to make a rapid escape from a turnover position. This may include the design of the emergency exit or fuselage, the use of materials which are readily breakable or by installing weak points in the fuselage or canopy.

As an alternative to provisions within the basic aircraft design, it is acceptable to install qualified escape equipment (e.g. crash axe) that would permit the occupant(s) to make a rapid escape from the inverted position. In order to qualify escape equipment, it must be shown by test or by similarity with previous tests, that the equipment can perform its intended function.

[Amdt VLA/1] AMC VLA 903 (a) Engines (Acceptable Means of Compliance) Engines certificated under CS-E are accepted as complying with CS-22 Subpart H.

AMC VLA 905 (a) Propellers (Acceptable Means of Compliance) Propellers certificated under CS-P are accepted as complying with CS-22 Subpart J.

2-10

BOOK 2 CS-VLA AMC VLA 943 Negative Acceleration (Acceptable Means of Compliance) Compliance with CS-VLA 943 may be shown by submitting the aeroplane to such period of negative acceleration that is within the capability of the aeroplane, but not less than – a. One continuous period of 2 seconds at less than zero 'g'; and separately, b. At least two excursions to less than zero 'g' in rapid succession in which the total time at less than zero 'g' is at least 2 seconds.

AMC VLA 1011 (c) Oil System, General (Interpretative Material) In assessing the reliance that can be placed upon the means for providing the appropriate fuel/oil mixture to the engine to prevent a hazardous condition, account should be taken of, for example – a. The tolerance of the engine to fuel/oil mixture ratios other than the optimum; b. The procedure established for refuelling and introducing the appropriate amount of oil; and c. The means by which the pilot may check that the fuel contains an adequate mixture of oil.

AMC VLA 1105 (b) Induction System Screens (Acceptable Means of Compliance) The de-icing of the screen may be provided by heated air.

AMC VLA 1305 (a) Powerplant Instruments (Interpretative Material) A single indicator is acceptable for each group of interconnected tanks functioning as a single tank, such that individual tanks cannot be isolated.

AMC VLA 1436 Hydraulic Manually-Powered Brake Systems (Interpretative Material) For hydraulic systems other than manually-powered brake systems the requirement of CS 23.1435 should be applied.

AMC VLA 1587 (a)(4) Performance Information (Interpretative Material ) The variation in aerodrome altitude to be covered need not exceed from sea level to the smaller of 2 438 m (8 000 ft), and the altitude at which a steady rate of climb of 1·02 m/s (200 ft per min.) may be achieved.

The temperature variations to be covered at each altitude need not exceed 33°C below standard to 22°C above standard.

AMC VLA 1581 Specimen Flight Manual For A Very Light Aeroplane See following pages.

2-11 BOOK 2 CS-VLA Model: Serial No: Registration: Document No. (If appropriate): Date of Issue: Pages identified by 'Appr.' are approved by: Signature: Agency: Stamp: Original date of approval: This aeroplane is to be operated in compliance with information and limitations contained herein.

2-12 BOOK 2 CS-VLA (Model Designation or Document No.)

H0.l Record of revisions Any revision of the present manual, except actual weighing data, must be recorded in the following table and in case of approved Sections endorsed by the Agency.

The new or amended text in the revised pages will be indicated by a black vertical line in the left hand margin, and the Revision No. and the date will be shown on the bottom left hand side of the page.

Rev. Affected Affected Date Date Approval Date Signature No Section Pages Inserted 2–13

BOOK 2 CS-VLA (Model Designation or Document No.)

H0.2 List of Effective Pages Section Page Date Section Page Date 0 (i) (ii) (iii) 1 1.1 1.2 1.3 2 2.1 Appr. 2.2 Appr. 2.3 Appr. 2.4 Appr. 2.5 3 3.1 Appr. 3.2 etc 2–14

BOOK 2 CS-VLA (Model Designation or Document No.)

H0.3 Table of Contents Section General (a non-approved section) 1 Limitations (an approved section) 2 Emergency procedures (an approved section) 3 Normal procedures (an approved section) 4 Performance (a partly approved section) 5 Weight and balance/equipment list (a non-approved section) 6 Aircraft and systems description (a non-approved section) 7 Aircraft handling, servicing and maintenance (a non-approved section) 8 Supplements 9 2–15

BOOK 2 CS-VLA (Model Designation or Document No.)

Section 1 H1 General H1.1 Introduction H1.2 Certification basis H1.3 Warnings, cautions and notes H1.4 Descriptive data H1.5 Three-view drawing 2–16 BOOK 2 CS-VLA (Model Designation or Document No.)

H1. 1 Introduction The aeroplane Flight Manual has been prepared to provide pilots and instructors with information for the safe and efficient operation of this very light aeroplane.

This manual includes the 'material required to be furnished to the pilot of CS-VLA. It also contains supplemental data supplied by the aeroplane manufacturer.

H1.2 Certification basis This type of aircraft has been approved by the European Aviation Safety Agency in accordance with CS-VLA including Amendment ..................... and the Type Certificate No. .....................has been issued on (date ) ..................

Category of Airworthiness: Normal Noise Certification Basis: ............

H1.3 Warnings, cautions and notes The following definitions apply to warnings, cautions and notes used in the flight manual.

WARNING: means that the non-observation of the corresponding procedure leads to an immediate or important degradation of the flight safety.

CAUTION: means that the non-observation of the corresponding procedure leads to a minor or to a more or less long term degradation of the flight safety.

NOTE: draws the attention to any special item not directly related to safety but which is important or unusual.

H1.4 Descriptive data (Kind of very light aeroplane) (Design details) (Engine and propeller) (Span, length, height, MAC, wing area, wing loading) H1.5 Three-view drawing 2–17

BOOK 2 CS-VLA (Model Designation or Document No.)

Section 2 H2 Limitations H2.1 Introduction H2.2 Airspeed H2.3 Airspeed indicator markings H2.4 Powerplant H2.5 Powerplant instrument markings H2.6 Miscellaneous instrument markings H2.7 Weight H2.8 Centre of gravity H2.9 Approved manoeuvres H2.10 Manoeuvring load factors H2.11 Flight crew H2.12 Kinds of operation H2.13 Fuel H2.14 Maximum passenger seating H2.15 Other limitations H2.16 Limitation placards 2–18

BOOK 2 CS-VLA (Model Designation or Document No.)

H2.1 Introduction Section 2 includes operating limitations, instrument markings, and basic placards necessary for safe operation of the aeroplane, its engine, standard systems and standard equipment.

The limitations included in this section and in Section 9 have been approved by European Aviation Safety Agency.

H2.2 Airspeed Airspeed limitations and their operational significance are shown below - Speed (IAS) Remarks V Never exceed speed Do not exceed this speed in any NE operation V Maximum structural cruising Do not exceed this speed except in NO speed smooth air, and then only with caution.

V Manoeuvring speed Do not make full or abrupt control A movement above this speed, because under certain conditions the aircraft may be overstressed by full control movement.

V Maximum Flap Do not exceed these speeds with the FE Extended speed (if applicable given flap setting.

give different flap settings) V Maximum Landing Gear Do not extend or retract the landing LO Operating Speed gear above this speed.

V Maximum Landing Gear Do not exceed this speed with the LE Extended Speed landing gear extended.

2–19 BOOK 2 CS-VLA (Model Designation or Document No.)

H2.3 Airspeed indicator markings Airspeed indicator markings and their colour-code significance are shown below - Marking (IAS) value or range Significance White arc Positive Flap Operating Range. (Lower limit is maximum weight 1·1 V in landing SO configuration.

Upper limit is maximum speed permissible with flaps extended positive.)

Green arc Normal Operating Range. Lower limit is maximum weight 1 · 1 V at most forward S1 c.g. with flaps and landing gear retracted (if retractable).

Upper limit is maximum structural cruising speed.

Yellow Manoeuvres must be conducted with arc caution and only in smooth air.

Red line Maximum speed for all operations H2.4 Powerplant Engine Manufacturer: Engine Model: Maximum Power, Take-off: Continuous: Maximum Engine rpm at MSL, Take-off: Continuous: Maximum Cylinder Head Temperature: Maximum Oil Temperature: Oil Pressure, Minimum: Maximum: Fuel pressure, Minimum: Maximum: Fuel Grade (Specification): Oil Grade (Specification): Propeller Manufacturer: Propeller Model: 2–20 BOOK 2 CS-VLA (Model Designation or Document No.)

Propeller Diameter, Minimum: Maximum: Propeller Blade Angle (at 75% station), low: high: Propeller Rotational speed restrictions (if applicable): H2.5 Powerplant instrument markings Powerplant instrument markings and their colour code significance are shown below: Red Line Green Arc Yellow Arc Red Line Instrument Minimum Normal Caution Maximum Limit Operating Range Limit Tachometer --- (range) (range) Oil --- --- Temperature Cylinder head temperature --- --- Fuel pressure --- --- Oil pressure --- Fuel quantity --- --- --- (unusable fuel mark) H2.6 Miscellaneous instrument markings (Limitations and markings for miscellaneous instruments, such as vacuum pressure instrument gauge, must be provided, as appropriate.)

H2.7 Weight Maximum Take-off weight: Maximum Landing weight: Maximum Zero Fuel weight: Maximum weight in Baggage Compartment: H2.8 Centre of gravity Centre of gravity range (specified for Minimum Flight Weight up to Maximum Take-off weight) Reference datum H2.9 Approved manoeuvres This aeroplane is certified in the Normal Category.

(Manoeuvres which are approved must be listed herein with the appropriate entry speeds).

2–21 BOOK 2 CS-VLA (Model Designation or Document No.)

H2.10 Manoeuvring load factors (Maximum positive and negative load factors under different conditions must be listed herein.)

H2.11 Flight crew (A statement of the minimum crew must be provided.)

H2.12 Kinds of operation (Herein must be listed the approved kinds of operation according to CS-VLA 1525 and the minimum equipment required for each kind of operation.)

H2.13 Fuel (Tank capacity) Total fuel: Usable fuel Unusable fuel: Approved fuel grades: (Special instructions for fuel management) (Special instructions for fuel/oil-mixing in case of two-stroke engine.)

H2.14 Maximum passenger seating (Any limit of number or weight of passengers should be stated.)

H2.15 Other limitations (Provide a statement of any limitations required, but not specifically covered in this Section.)

H2.16 Limitation placards (The operating limitation placard required in CS-VLA 1559 should be illustrated.)

Remark: For further placards refer to Maintenance Manual Doc. No. ............

2–22

BOOK 2 CS-VLA (Model Designation or Document No.)

Section 3 H3 Emergency procedures (approved) H3.1 Introduction H3.2 Engine failure (carburettor icing) H3.3 Air start H3.4 Smoke and fire H3.5 Glide H3.6 Landing emergency H3.7 Recovery from unintentional spin H3.8 Other emergencies 2–23

BOOK 2 CS-VLA (Model Designation or Document No.)

H3.1 Introduction Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by aeroplanes or engine malfunction are extremely rare if proper preflight inspections and maintenance are practised.

However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem.

H3.2 Engine failure (Procedures should be provided for all cases of engine failure during take-off and flight.)

H3.3 Air start (Procedures should be provided for starting the engine in flight and, if the engine does not start, for subsequent actions. The altitude and speed range for air start of the engine should be indicated.)

H3.4 Smoke and fire (Procedures should be provided for coping with cases of smoke or fire in the cabin or in the engine compartment in the following flight phases: (a) On ground (b) During take-off (c) In flight.)

H3.5 Glide (Information and procedures should be provided for a gliding descent, including: The recommended airspeed, The associated configuration, and The distance from a specified height above ground that an aeroplane will glide or the glide ratio.)

H3.6 Landing emergencies (Procedures should be provided for the various landing emergencies under the following conditions: (a) Precautionary landings (b) With a flat tyre (c) With a defective landing gear (d) With power, landing gear retracted (e) Without power, landing gear retracted (f) Approach and landings with flaps retracted, if flapless landings require any special technique.)

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H3.7 Recovery from unintentional spin (The spin recovery procedure should be explained, other than for those aeroplanes which have been shown to be ‘characteristically incapable of spinning’. A discussion of prevention of spins should be included with the statement that the aeroplane is not approved for spins.)

H3.8 Other emergencies (Emergency procedures and other pertinent information necessary for safe operations should be provided for emergencies peculiar to a particular aeroplane design, operating or handling characteristics.)

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 4 H4 Normal procedures H4.1 Introduction H4.2 Rigging and derigging (if appropriate) H4.3 Daily inspection H4.4 Preflight inspection H4.5 Normal procedures and check list 2–26

BOOK 2 CS-VLA (Model Designation or Document No.)

H4.1 Introduction Section 4 provides checklist and amplified procedures for the conduct of normal operation Normal procedures associated with optional systems can be found in Section 9.

H4.2 to (Description of the steps which are necessary for rigging and inspections.)

H4.4 }

H4.5 Normal procedures and checklist (This chapter should contain the recommended normal procedures for the following phases of flight after the performed preflight inspection listed under 4.4: (a) Before starting engine (b) Use of external power (c) Engine starting (d) Before taxying (e) Taxying (f) Check before take-off (g) Take-off (h) Climb (i) Cruise (j) Descent (k) Check before landing (1) Balked landing (m) After landing (n) Engine shutdown (o) Postflight ELT If take-off, flight and landing characteristics are different in rain this should be specially stated herein.)

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 5 H5 Performance (partly approved) H5.1 Introduction H5.2 Approved data H5.2.1 Airspeed indicator system calibration H5.2.2 Stall speeds H5.2.3 Take-off performance H5.2.4 Landing distances H5.2.5 Climb performance H5.3 Additional information H5.3.1 Cruise H5.3.2 Endurance H5.3.3 Balked landing climb H5.3.4 Take-off measurements H5.3.5 Effect on flight performance and characteristics H5.3.6 Demonstrated crosswind performance H5.3.7 Noise data 2–28

BOOK 2 CS-VLA (Model Designation or Document No.)

( H5.1 Introduction Section 5 provides approved data for airspeed calibration, stall speeds and take-off performance and non-approved additional information.

The data in the charts has been computed from actual flight tests with the aeroplane and engine in good condition and using average piloting techniques.

H5.2 Approved data H5.2.1 Airspeed indicator system calibration (The data should be presented as Calibrated Airspeed (CAS) versus Indicated Airspeed (IAS) assuming zero instrument error. The presentation should include all flap setting configurations and should cover the appropriate speed operating range.)

H5.2.2 Stall speed (The data should be presented as indicated airspeed and calibrated airspeed versus flap setting configurations and angle of bank at maximum weight with throttle closed. Altitude loss of more than 30 m and pitch below the horizon of more than thirty degrees during recovery from stalls should be added if applicable.)

H5.2.3 Take-off performance (Ground roll distance and take-off distance over a 15 m obstacle should be presented as distance versus outside air temperature, altitude and wind. The speeds required to attain these distances should be scheduled in indicated airspeed (IAS). The presentation should incorporate the calculated approximate effect on take-off performances of temperature and altitude.)

H5.2.4 Landing distances (The ground roll distance and the landing distance over a 15 m obstacle should be presented as distance versus outside temperature, altitude and wind. The speed(s) at the 15 m height point required to obtain the distances should be included. The presentation should incorporate the calculated approximate effect on landing performances of temperature and altitude.)

H5.2.5 Climb performance (The data should be presented as rate-of-climb, versus outside air temperature and altitude at maximum take-off weight and maximum continuous power (MCP).

Climb speeds should be either the best rate-of-climb speeds or an average best rate-of-climb speed and scheduled in indicated airspeed (IAS).)

H5.3 Additional. information H5.3.1 Cruise (The data should be presented as engine power settings and true air speed (TAS) versus altitude and temperature.)

H5.3.2 Endurance (The data should be presented as endurance time of aeroplane versus altitude for various power settings and at least a full fuel loading.)

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H5.3.3 Balked landing climb.

(The data should be presented as rate-of-climb versus outside temperature and altitude at maximum landing weight and maximum take-off power with flaps in full extended position and landing gear retracted (if appropriate).)

H5.3.4 Take off measurement from a dry, short-mown grass surface.

H5.3.5 Effect on flight performances and characteristics caused by rain or accumulation of insects.

H5.3.6 Demonstrated crosswind performance.

(The maximum crosswind speed at which landings have been demonstrated should be presented.)

H5.3.7 Noise data.

(The noise data, approved according to the environmental rules, should be presented.)

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 6 H6 Weight and balance H6.1 Introduction H6.2 Weight and balance record and permitted payload range 2–31 BOOK 2 CS-VLA (Model Designation or Document No.)

H6.1 Introduction This section contains the payload range within which the aeroplane may be safely operated.

Procedures for weighing the aircraft and the calculation method for establishing the permitted payload range and a comprehensive list of all equipment available for this aircraft and the installed equipment during the weighing of the aircraft are contained in the applicable Maintenance Manual Doc. No. ....................

H6.2 Weight and balance record permitted payload range Permitted crew + passenger weight with Max. baggage ..... kg Half baggage ..... kg No baggage Approved Empty c.g.

Front seat Rear seat Front seat Rear seat Front seat Rear seat Date weight pos Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Date Signed EXAMPLE FOR A TANDEM SEATER AIRCRAFT Condition: Aircraft in the range from max. fuel of ........ kg to min. Fuel of .......kg.

For calculation of max. and min. Crew + passenger weight refer to Maintenance Manual Doc. No. .......

Permitted crew + passenger weight with Max. baggage ..... kg Half baggage ..... kg No baggage Approved Empty c/g Date Maximum Minimum Maximum Minimum Maximum Minimum weight pos Date Signed EXAMPLE FOR A SIDE-TO-SIDE SEATER AIRCRAFT Condition: Aircraft in the range from max. fuel of ........ kg to min. Fuel of .......kg.

For calculation of max. and min. Crew + passenger weight refer to Maintenance Manual Doc. No. .......

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 7 H7 Aeroplane and system description H7.1 Introduction H7.2 Airframe H7.3 Flight controls (including Flap and Trim) H7.4 Instrument panel H7.5 Landing gear system H7.6 Seats and safety harness H7.7 Baggage compartment H7.8 Doors, windows and exits H7.9 Powerplant H7.10 Fuel system H7.11 Electrical system H7.12 Pitot and static pressure systems H7.13 Miscellaneous equipment H7.14 Avionics 2–33

BOOK 2 CS-VLA (Model Designation or Document No.)

H7.1 Introduction This section provides description and operation of the aeroplane and its systems. Refer to Section 9, Supplements, for details of optional systems and equipment.

H7.2 Airframe (Describe structure of fuselage, wings and empennage.)

H7.3 Flight controls (Describe control surfaces, including flaps.

Describe operating mechanism - sketches may be provided.

Explain trimming arrangements.

Explain any interconnect arrangement.)

H7.4 Instrument panel (Provide a drawing or picture of the instrument panel.

Name and explain the use of the instruments, lights, controls, switches and circuit breakers installed on or near the panel.)

H7.5 Landing gear system (Describe construction.

Describe retraction mechanism if provided.

Describe brake system.

Describe emergency extension system if provided.)

H7.6 Seats and safety harness (Describe how to adjust the seats.

Describe how to use the safety harness.)

H7.7 Baggage compartment (Describe location and tie down provisions.

Explain restrictions regarding weight and kind of baggage.)

H7.8 Doors, windows and exits (Describe how to operate and lock doors, windows and exits.

Explain how to close a door or window if it opens unintentionally in flight and any restrictions necessary.

Explain the use of emergency exits.)

H7.9 Powerplant (Describe the engine, the engine controls ' and instrumentation. Describe the propeller and explain how the propeller should operate.)

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H7.10 Fuel system (Describe the system by a good schematic and explain the operation.

Explain unusable fuel.

Explain the fuel measuring system and the fuel venting system.

Explain how to avoid and notice fuel contamination.)

H7.11 Electrical system (Describe the system by use of simplified schematics.

Explain how this system operates including warning and control devices.

Explain circuit protection.

Discuss capacity and load shedding.)

H7.12 Pilot and static pressure sytrems (Describe pitot and static pressure systems.)

H7.13 Miscellaneous equipment (Describe important equipment not already covered.)

H7.14 Avionics (Describe items installed by the aircraft manufacturer and explain their functions and how they are operated.)

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 8 H8 Aeroplane handling, servicing and maintenance H8.1 Introduction H8.2 Aeroplane inspection periods H8.3 Aeroplane alterations or repairs H8.4 Ground handling/Road transport H8.5 Cleaning and care 2–36 BOOK 2 CS-VLA (Model Designation or Document No.)

H8.1 Introduction This section contains factory-recommended procedures for proper ground handling and servicing of the aeroplane. It also identifies certain inspection and maintenance requirements which must be followed if the aeroplane is to retain that new-plane performance and dependability. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered.

H8.2 Aeroplane inspection period (Reference to Maintenance Manual of the aeroplane.)

H8.3 Aeroplane alterations or repairs It is essential that the Agency be contacted prior to any alterations on the aeroplane to ensure that airworthiness of the plane is not violated. For repairs refer to the applicable Maintenance Manual Doc. No. ,... ... .. ...

H8.4 Ground handling/ Road transport (f applicable) (Explain the following procedures: (a) Towing (b) Parking (c) Mooring (d) Jacking (e) Levelling (f) Road transport (if applicable) including dissembling for road transport and assembling after road transport.)

H8.5 Cleaning and care (Describe cleaning procedures for the following aircraft items: (a) Painted exterior surfaces (b) Propeller (c) Engine (d) Interior surfaces, seats and carpets, and explain the recommended cleaning agents and give caution notes, if necessary.)

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BOOK 2 CS-VLA (Model Designation or Document No.)

Section 9 H9 Supplements H9.1 Introduction H9.2 List of inserted supplements H9.3 Supplements inserted 2–38 BOOK 2 CS-VLA (Model Designation or Document No.)

H9.1 Introduction This section contains the appropriate supplements necessary to safely and efficiently operate the aeroplane when equipped with various optional systems and equipment not provided with the standard aeroplane.

H9.2 List of inserted supplements Date Doc. No. Title of the inserted supplement 2–39 BOOK 2 CS-VLA (Model Designation or Document No.)

H9.3 Supplements inserted (Each supplement should normally cover only a single system, device or piece of equipment such as an autopilot, ski or navigation system. The supplement may be issued by the aeroplane manufacturer or by any other manufacturer of the applicable item.

The supplement must be approved by the Agency and must contain all deviations and changes relative to the basic Flight Manual.

Each supplement should be a self-contained, miniature Flight Manual with at least the following: Section 1 General The purpose of the supplement and the system or equipment to which it specifically applies should be stated.

Section 2 Limitations Any change to the limitations, markings or placards of the basic Flight Manual should be stated. If there is no change, a statement to that effect should be made.

Section 3 Emergency procedures Any addition or change to the basic emergency procedures of the Flight Manual should be stated. If there is no change, a statement to that effect should be made.

Section 4 Normal procedures Any addition or change to the basic normal procedures of the Flight Manual should be stated. If there is no change, a statement to that effect should be made.

Section 5 Performance Any effect of the subject installation upon aeroplane performance as shown in the basic Flight Manual should be indicated. If there is no change, a statement to that effect should be made.

Section 6 Weight and balance Any effect of the subject installation upon weight and balance of the aeroplane should be indicated. If there is no change, a statement to that effect should be made.)

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