Professional Documents
Culture Documents
FOR
CERTIFICATION COMPLIANCE ASSESSMENT
OF SIMPLE LIGHT FIXED WING AIRCRAFT
TABLE OF CONTENTS
SECTION
PAGE
PART 1 AIRWORTHINESS FLIGHT TYPE REQUIREMENTS
1.
Introduction
1-1
2.
General Requirements
1-4
3.
Control Systems
1-7
4.
Pilot Compartment
1-9
5.
Ventilation
1-13
6.
Fuel System
1-14
7.
1-15
8.
Engine Cooling
1-16
9.
Propeller Speed
1-18
10.
1-19
11.
Airspeed Calibration
1-20
12.
Stall Speeds
1-22
13.
Stall Characteristics
1-25
14.
1-27
15.
Trim
1-31
16.
Stability
1-32
17.
Spinning
1-37
18.
1-38
19.
Flutter
1-39
20.
Take-Off Distance
1-40
21.
Climb Performance
1-42
22.
Glide Performance
1-44
23.
Landing Distance
1-45
1.
Introduction
2-1
2.
2-4
3.
Certification Data
2-5
4.
Test Configurations
2-11
5.
2-13
6.
Ventilation
2-18
7.
Powerplant
2-20
8.
2-23
9.
Airspeed Calibration
2-25
10.
Stall Speeds
2-26
11.
Stall Characteristics
2-28
12.
2-37
13.
Trim
Bookmark not defined.
2-Error!
14.
Stability
2-44
15.
Spinning
2-51
16.
2-53
May 2005
17.
Flutter
2-54
18.
Take-Off Distance
2-55
19.
Climb Performance
2-56
20.
Glide Performance
2-60
21.
Landing Distance
2-61
Annexes
A.
B.
C.
D.
E.
F.
G.
H.
May 2005
1-1
Background
The aircraft type certification process, as applicable in Australia, is set out under Civil
Aviation Safety Regulations (CASR) Part 21 and explained further at Advisory
Circular (AC) 21-13(0) Australian Designed Aircraft Type Certification. A major
phase in any aircraft development project is that involving the flight testing. AC 2113(0) divides this phase into three supplementary segments the developmental test
flying, the manufacturers test flying to demonstrate that the aircraft meets the
requirements of the applicable airworthiness standard, and any further testing carried
out by CASA to validate the compliance claims of the manufacturer. Each of these
flight test segments should result in the production of a Flight Test Report (FTR). In
addition, other aircraft production projects that do not necessarily progress ultimately
to the certification stage, for example those undertaken by amateur-builders, should
also involve the generation of reports as they progress through their flight test
phases. While there is no designated or required format for any of these flight test
reports this document provides a template, and some basic guidance, that may be
adapted for the task.
2.
Purpose
Scope
Flight test items of interest during the evaluation of small fixed-wing aircraft are
covered. Since all such aircraft are to some extent unique some sections of the
guide may not be applicable. Conversely some relevant information, for example
multi-engine considerations, may not be included. Before commencing any flight test
program, the manufacturer or amateur-builder is encouraged to consult the Authority
or the authorised person to determine which sections are relevant to the particular
aircraft.
4.
Applicability
1-2
Contents
The document contains two parts. This first provides basic flight test guidance
information that can be used as background to the actual FTRG which comprises the
second.
6.
Certification Standards
The information provided in Part 1 and the FTRG itself are meant to be generic. It
does not relate specifically to any one certification airworthiness standard. However
its basis lies in the following five standards:
7.
a.
b.
c.
d.
e.
References
The primary and best reference for flight test information relating to small aeroplanes
is AC 23-8B Flight Test Guide for Certification of Part 23 Airplanes, published by
the Federal Aviation Administration (FAA). AC 23-8B is the major source of the
advisory and flight test technique information reproduced in this guide.
FAA Advisory Circular 23-15A Small Airplane Certification Compliance Program
provides advice on acceptable means of meeting FAR 23 requirements for simple
light aircraft.
CASA AC 21-40(0) Measurement of Airspeed in Light Aircraft Certification
Requirements, provides information regarding the installation and calibration of
airspeed measuring systems.
For amateur builders guidance on developmental flight test programs (as opposed to
certification flight testing) can be obtained from the FAA Amateur Built Aircraft Flight
Testing Handbook (AC 90-89A). If this Handbook is used as the basis of a test plan
then sufficient data should be gathered to generate an effective Flight Test Report.
May 2005
1-3
The Sports Aircraft Association of Australia (SAAA) also publishes a useful SAAA
Flight Test Guide.
A specific version of this FTRG, applicable to amateur-built aircraft constructed in
accordance with CAO 101.28 is provided as the Flight Test Guide for Assessment of
Amateur-Built Aircraft Accepted under an ABAA (Amateur-Built Aircraft Acceptance).
CASA AC 21-47(0) Flight Test Safety provides general safety information as well
as guidance regarding hazard analysis / risk management procedures.
Terms and abbreviations used in this document are defined at Annex A.
May 2005
1-4
Operating Limitations
Aircraft operating limitations should have been established. These limitations will
include all those upon which the aircraft design is based and all those that are
applicable to:
2.
a.
b.
loading,
c.
powerplant,
d.
airspeed, and
e.
The maximum weight must have been established such that it is:
a.
b.
(2)
the required minimum crew and fuel and oil to full tank capacity,
or
(2)
each seat occupied, oil to full tank capacity and fuel for one half
hour operation at rated maximum continuous power (MCP).
The approved maximum weight should be included in the appropriate type data
package.
The ranges of weight and CG within which the aeroplane is to be safely operable
must have been established and should be as demonstrated by the applicant.
The CG range must not be less than that which corresponds to the weight of each
occupant, varying between a minimum of 55 kg for the pilot alone up to the maximum
placarded weight for a pilot and passengers, together with a variation in fuel contents
from zero to full fuel. The placarded maximum occupant weight must not be less
than 77 kg per person.
1-5
The empty weight and corresponding CG must be determined by weighing the test
aeroplane:
a.
b.
With:
(1)
fixed ballast,
(2)
(3)
Excluding:
(1)
(2)
The condition of the aeroplane at the time of determining empty weight must be one
that is well defined and easily repeated.
The minimum weight (the lowest weight at which compliance with each applicable
requirement has been shown) must have been established such that it is not more
than the sum of:
a.
b.
c.
Each requirement must be met by test on the aircraft at the most adverse
combination of weight and CG within the range of loading conditions for which
certification was or is to be demonstrated.
3.
Ground Tests
b.
Measurement of:
(1)
(2)
(3)
(4)
4.
1-6
Instrumentation
For test purposes the aircraft should be equipped with suitable instruments to
conduct the required measurements and observations with appropriate accuracy. If
reliable results cannot be obtained the Authority, or the authorised person, will
require the installation of special test equipment.
At an early stage in the program the accuracy of the instruments and their correction
curves should be determined. Particular attention should be paid to the position error
of the airspeed indicating system. The influence of the configuration of the aeroplane
should also be accounted for in all calibrations. CASA AC 21-40(0) Measurement
of Airspeed in Light Aircraft Certification Requirements, should be consulted.
5.
Performance
Test Pilots
The minimum qualification a pilot must hold to carry out the initial flight testing on an
Australian aircraft is a Private Pilot Licence (PPL) with the appropriate endorsements.
However, flight testing of aircraft, for either development, compliance demonstration
or post construction purposes, is an exacting task and, while the regulations do not
call for the TP to have any specific test flying qualifications, it is recommended that a
pilot with at least some such knowledge and experience be engaged. Further
guidance is contained in CASA AC 21-47(0) and FAA AC 90-89A.
7.
There are hazards involved with all flight testing. Some sequences (eg spinning,
flutter) will involve elevated risk levels. This guide does not include specific risk
management information. The user is strongly urged to conduct a detailed Hazard
Analysis / Risk Management exercise as part of the test planning and the ongoing
flight testing processes. Guidance is contained in CASA AC 21-47(0) or can be
gleaned from the Internet using search terms such as flight test risk or hazard
management. Project managers and pilots are encouraged to contact the CASA TP
for further information or assistance.
May 2005
1-7
2.
Requirements
a.
b.
Each control system must have stops that positively limit the range of
motion of each movable control surface and prevent over-centre locking
tendencies.
c.
d.
There must be means to indicate to the pilot the position of the trim
device with respect to the range of adjustment. This means must be
visible to the pilot and must be located and designed to prevent
confusion.
e.
If there is a device to lock the control system on the ground there must
be means to;
(1)
(2)
f.
g.
Each wing flap control must be designed so that, when the flap is
placed in any position upon which compliance with the performance
requirements is based, the flap will not move from that position except
when the control is adjusted unless movement is demonstrated not to
be hazardous.
h.
The pilot forces and rate of movement of the wing flaps at any approved
speed must not impair the operating safety of the aeroplane.
i.
j.
Explanation
This section requires an assessment of the aircraft control systems. Compliance with
paragraphs 1.a to 1.f and paragraph 1.i can be shown by inspection. Compliance
with paragraphs 1.g, 1.h and 1.j must be demonstrated through flight test.
May 2005
1-9
Requirements
a.
The design of the cockpit and the cabin shall be such as to give each
occupant every reasonable chance of escaping serious injury in a
crash.
b.
Seats shall not have hard edges or protruding parts which in a crash
could be in a position likely to cause serious head injuries to a person
seated and wearing correctly adjusted restraint equipment.
c.
d.
e.
f.
g.
h.
i.
Each pilot, with her seat, safety harness and any adjustable controls
correctly adjusted for normal flight, shall be able to;
(1)
(2)
j.
The cockpit and its equipment must allow each pilot to perform his or
her duties without unreasonable concentration or fatigue.
k.
(2)
(3)
1-10
rain does not unduly impair the field of view along the flight path
during normal flight and landing.
l.
m.
throttle lever,
(2)
wing flaps,
(3)
trim, and
(4)
n.
o.
Fuel valves must be provided to allow the pilot to rapidly shut off fuel to
the engine in flight. The fuel valves must be designed to prevent
inadvertent operation and allow the pilot to rapidly open each valve after
it has been closed.
p.
Each fuel valve must have positive stops or effective detents in the on
and off positions.
q.
r.
s.
(2)
for the caution range, a yellow arc extending from the red line
specified in (1) to the upper limit of the green arc specified in (3),
(3)
for the normal operating range, a green arc with the lower limit at
the stalling speed or minimum steady flight speed , VS1,
corresponding with the maximum take-off weight and landing
gear and flaps retracted, and the upper limit at the maximum
structural cruising speed or normal operating limit speed, VNO,
and
(4)
for the flap operating range, a white arc with the lower limit at
stalling speed or minimum steady flight speed in the landing
configuration, VS0, corresponding with maximum take-off weight,
and the upper limit at the maximum flaps extended speed, VFE.
May 2005
t.
u.
1-11
(2)
(3)
(4)
(2)
(3)
where the airspeed indicator is not marked with the colour code
described above a placard listing the airspeed limitations,
(4)
where the powerplant instruments are not marked with the colour
code described above a placard listing the powerplant limitations,
(5)
(6)
(7)
(8)
(9)
NO SMOKING unless;
(10)
a)
b)
c)
May 2005
1-12
2.
v.
w.
Markings shall be placed on both the inside and the outside of each exit
door, hatch or canopy, indicating the position of the opening handles
with the locks fully engaged and also providing essential operating
instructions for opening. (Note: Where opening is achieved simply by
turning a handle a curved arrow pointing in the correct direction and the
word OPEN will provide adequate instruction.)
x.
Explanation
This section requires an assessment of the aircraft cockpit. Compliance with all
paragraphs can be shown by inspection.
May 2005
1-13
SECTION 5 VENTILATION
1.
Requirements
Explanation
Procedures
The level of CO contamination must be measured in front of the pilots face and at
the instrument panel during ground operations, climb, cruise and approach.
1-14
Requirement
The unusable fuel quantity for each tank must be established. It must not be less
than the quantity at which the first evidence of malfunctioning occurs under the most
adverse fuel flow conditions expected during take-off, climb, approach and landing.
2.
Procedures
The unusable fuel quantity for each tank may be determined by ground tests that
accurately simulate the following flight attitudes and conditions:
a.
b.
Climb at MCP at the take-off safety speed with full rudder sideslip.
c.
Glide at idle power with landing gear and flap extended at VFE.
d.
Glide at idle power with landing gear and flap extended with full rudder
sideslip at 1.3 VS0.
e.
1-15
Requirements
The induction system of the installed engine must provide effective means to prevent
and eliminate icing.
Unless this can be achieved by other means it must be shown that in air free of
visible moisture at a temperature of -10C the induction system preheater can provide
a heat rise of 500C relative to the outside air temperature with the engine at 75
percent of MCP.
2.
Explanation
Tests of engine induction system icing protection provisions are conducted to ensure
the engine will operate throughout its flight power range.
Experience has shown that it may be difficult to achieve the required heat rise on
uncowled engines and/or on two-stroke engines. In such cases the Authority or
authorised person should be approached for guidance.
3.
Procedures
1-16
Requirements
The engine cooling provisions must be able to maintain the temperatures of engine
components and engine fluids within the temperature limits specified by the engine
manufacturer, or within the limits determined to be necessary by the aircraft
manufacturer.
Compliance with the cooling requirements must be shown under all likely operating
conditions.
2.
Explanation
Procedures
Tests must be conducted in air free of visible moisture at the maximum take-off
weight and most forward CG.
At the lowest practical altitude establish level flight at 75% MCP until temperatures
stabilise. Record cooling data.
Apply take-off power and climb at the take-off safety speed for one minute then
reduce power to MCP and continue climbing at the same speed. The climb should
continue to an altitude where the temperatures stabilise, plus 500 ft, or to the
maximum operating altitude. The following cooling data should be recorded at one
minute intervals throughout the test:
a.
Time,
b.
Pressure Altitude,
c.
d.
e.
f.
g.
Indicated Airspeed.
1-17
May 2005
1-18
Requirements
The propeller speed and pitch must be limited to values that ensure safe operation
under normal operating conditions.
During take-off and climb at the take-off safety speed the propeller must limit the
engine RPM, at full throttle, to a value not greater than the maximum allowable RPM.
During a glide at VNE, with the throttle closed or the engine stopped, the propeller
must not allow the engine RPM to exceed 110% of the maximum engine or propeller
RPM, whichever is lower.
2.
Procedures
The wording of the requirements sufficiently describes the tests required to show
compliance.
1-19
Requirements
Explanation
Procedures
With the most adverse weight and CG combination for ground or water handling, the
aircraft should be taxied at low and high speeds upwind, downwind and crosswind. A
series of crosswind and into-wind take-offs and landings should be made in all
configurations proposed as cleared take-off and landing configurations. Landings
should be made power-off for the into-wind cases. Since it is not always possible to
take-off or land in a direct crosswind it is acceptable to test in crosswinds of other
than 90 degrees provided the crosswind component is accurately measured.
The determination of compliance is primarily a qualitative one. However, wind
readings (velocity and direction) should be taken at various points along the runway
to determine that the minimum 90 degree component has been tested.
Landplanes should be operated from all types of runways applicable.
1-20
Requirement
The aircrafts airspeed indicating system (the ships system) must be calibrated in
flight to determine the system error. Any other airspeed measurement system,
independent of the ships system, used during flight testing must also be calibrated.
2.
Explanation
Procedures
A number of test techniques are available for airspeed system calibration. Those
applicable to small aircraft are described in AC 21-40(0). The simplest techniques
are the speed course method or the GPS method which basically require a
comparison of indicated airspeed with an accurately derived ground speed. More
precise results may be obtained using dedicated test equipment such as a pilot-static
boom or a trailing static source.
For the simple speed course method the following points should be noted:
a.
The true airspeed of the aircraft can be determined by timing the aircraft
flying over a known distance marked on the ground. The speed course
should be flat with its length dependent on the range of speeds to be
measured (a surveyed runway of approximately 1500 metres would be
suitable for aircraft with cruise speeds in the 100 KIAS range).
b.
The aircraft should be flown along the course at constant altitude and
constant indicated airspeed. A height of between 200 ft and 500 ft is
recommended.
c.
To allow for wind effects, two runs at the same airspeed in opposite
directions are required. The final applicable groundspeed being the
average of the speeds on the two runs. The aircraft should be allowed
to drift with any crosswind, ie fly the aircraft on a constant heading
parallel to the speed course.
d.
e.
1-21
All testing should be conducted in smooth stable air with the aircraft
loaded to the maximum take-off weight. Testing in the calm conditions
of an early morning is recommended.
May 2005
1-22
Requirements
The stalling speed, VS0, at maximum take-off weight shall not exceed:
a.
b.
The stalling speed, VS0, or minimum steady flight speed, in KCAS, should be
determined with;
a.
b.
c.
d.
e.
f.
The stalling speed, VS1, or minimum steady flight speed, in KCAS, should be
determined with;
a.
b.
c.
d.
e.
VS0 and VS1 should be established by flight test in accordance with the following
procedures:
a.
The aeroplane should trimmed, power off, at 1.5 VS or the minimum trim
speed, whichever is higher, and
b.
then slowed to approximately 10 knots above the stall from whence the
airspeed should be reduced with the elevator control at a rate of one
knot per second or less until the stall occurs or the control reaches the
stop.
Different speeds are applicable for different categories of aircraft. Check the applicable airworthiness standard.
2.
1-23
Explanation
The aircraft is considered to be stalled when either of the following conditions occurs:
a.
b.
c.
Procedures
The aircraft should be trimmed, power off, at 1.5 times the anticipated stall speed or
at the minimum trim speed, whichever is greater. The aircraft should then be slowed
to about 10 knots above the stall and from there the speed should be reduced at a
rate of one knot per second or less until the stall occurs or the longitudinal control
reaches its stop. If a calibrated flight test airspeed system is being used both the
stalling calibrated airspeed and the indicated airspeed, using the production airspeed
system installed in the aircraft, should be noted.
Where exact determination of stalling speed is required, a number of stalls should be
conducted during which the entry rate is varied to bracket one knot per second. The
resultant stall speeds can then be plotted against entry rates to determine the one
knot per second value.
The time history of all stall flight tests should be recorded so the actual weight of the
aircraft at the time of each test can be determined. Where an aerodynamic stall 2 has
Not applicable if the stall is defined by the longitudinal control reaching the stop i.e. a minimum steady flight
speed.
May 2005
1-24
been demonstrated the test weight stall speeds can be corrected to the maximum
take-off weight stall speed using the following formula:
VS = VST * WS/W T where VS = Corrected Stall Speed (CAS)
VST = Test Stall Speed (CAS)
WS = Maximum Take-Off Weight
WT = Test Weight
May 2005
1-25
The behaviour of the aircraft during stalling from a wings level attitude must be
investigated at the forward and aft CG limits. Priority should be given to the aft CG
case and testing should be conducted at both maximum and minimum weights. The
light loading case may be critical in aeroplanes with high thrust to weight ratios.
Stall demonstrations should be conducted by reducing the speed at no more than
one knot per second from straight and level flight until either a stall results as
evidenced by a downward pitching motion, or a downward pitching and rolling motion
not immediately controllable, or until the control reaches the stop. It must be possible
to produce and correct roll and yaw by unreversed use of the controls until the stall
occurs.
It must be possible to prevent more than 150 of roll 3 by normal use of the controls
during recovery. There must be no tendency to spin.
The loss of altitude from the beginning of the stall until regaining level flight by
applying normal procedures, and the maximum pitch attitude below the horizon, must
be determined.
Stalls must be demonstrated under the following conditions:
2.
a.
b.
c.
When stalling during a coordinated 300 banked turn it must be possible to regain
normal level flight without encountering uncontrollable rolling or spinning tendencies.
The roll will be considered to be uncontrollable if the aeroplane rolls more than a
further 300 into the turn or more than a total of 600 out of the turn.
The loss of altitude from the beginning of the stall until regaining level flight by
applying normal procedures must be determined.
Turning flight stalls should be demonstrated under the same conditions laid down for
wings level stalling.
3.
There must be clear and distinctive stall warning with wing flaps and landing gear in
any normal position when approaching the stall in both straight and turning flight.
The stall warning must occur sufficiently in advance of the stall to provide the pilot
adequate forewarning.
3
4
1-26
The stall warning may be furnished either through inherent aerodynamic qualities of
the aeroplane or by a device that will give clearly distinguishable indications under
the expected conditions of flight. However, a visual stall warning device that requires
the attention of the crew within the cockpit is not acceptable in itself.
4.
Explanation
It should be possible to achieve the stall conditions described above, and the
subsequent recoveries, without an exceptional degree of pilot skill, alertness or
strength.
The requirement for unreversed use of the controls implies the aircraft will maintain
positive stability throughout the sequence. A lightening in the longitudinal control
force at the stall is acceptable however a push force, either as a transient to prevent
pitch-up or as a steady push, is not.
During recovery from the stall power should not be changed until flying control is
regained. This is interpreted to mean not before a speed of 1.2 VS is attained.
Successful investigation of the stall handling requirements will necessitate
construction and completion of a matrix of data points covering all aircraft
configurations, power-on and power-off, for both straight and turning flight.
FAA AC 23-8B provides detailed information regarding investigation of an aircrafts
stall characteristics.
5.
Procedures
All tests investigating stall characteristics should be commenced with the aircraft
trimmed at 1.5 VS or the minimum trim speed if greater.
During entry to and recovery from the stall the following quantitative data should be
recorded:
a.
b.
stall speed,
c.
d.
e.
altitude loss.
b.
1-27
General Requirements
b.
climb,
c.
level flight,
d.
descent,
e.
f.
It must be possible to make a smooth transition from one flight condition to another
(including turns and slips) without exceptional piloting skill, strength or alertness and
without danger of exceeding the limit load factor. This must be demonstrated under
any probable operating condition and with the engine(s) running at all allowable
power settings. The effects of power changes and sudden engine failure must also
be considered. Modest departures from any recommended operating techniques
must not cause unsafe flight conditions.
Any unusual flying characteristics observed during flight testing must be evaluated.
Any significant variations in flight characteristics caused by rain should be
determined with the engine running at all allowable power settings.
If marginal conditions exist with regard to pilot effort, limits should be shown by
quantitative test and must not exceed those given in the following table:
Values in pounds force applied to
the relevant control
Pitch
Roll
Yaw
Stick------------------------------------
60
30
---------------
75
50
50
25
-------------------------------
Rudder Pedal--------------------------
-----------------
-----------------
150
10
20
General Explanation
The phrase exceptional pilot skill, strength or alertness requires highly qualitative
judgements on the part of the test pilot. These judgements should be based on the
TPs estimate of the skill and experience of the pilots who will normally fly the type of
aircraft under consideration. Exceptional alertness or strength requires additional
judgement factors when control forces are deemed to be marginal or when a
1-28
condition exists which requires rapid recognition and reaction to be coped with
successfully.
Temporary application, as specified in the table, may be defined as the period of time
necessary to perform the required pilot actions to relieve the forces, such as trimming
or changing the power setting.
Prolonged control forces would be for some condition that could not be trimmed out,
such as a forward CG landing. The time of application would be for the final
approach only. If the aircraft could be flown in trim to that point.
Controllability is the ability of the pilot, through proper manipulation of the controls, to
establish and maintain the attitude of the aircraft with respect to its flight path. The
design of the aircraft should make it possible to control the attitude about the
longitudinal, lateral and directional axes. Controllability should be delineated as
satisfactory or unsatisfactory. Unsatisfactory controllability would exist if the test
pilot finds it to be so inadequate that a dangerous condition might occur. Such
characteristics would be unacceptable for showing compliance with the regulations.
Manoeuvrability is the ability of the pilot, through proper manipulation of the controls,
to alter the direction of the flight path of the aircraft. In order to accomplish this, the
aircraft must be controllable, since a change about at least one of the axes is
necessary to change a direction of flight. Manoeuvrability is so closely related to
controllability as to make them inseparable when considering any real motion of the
aircraft. It is also similarly largely qualitative in its nature and should be evaluated in
the same manner as controllability.
3.
General Procedures
With the aircraft as nearly as possible in trim at 1.3 VS1, it must be possible at speeds
below the trim speed, down to VS1, to pitch the nose downward so that a speed equal
to 1.3 VS1 can be achieved promptly. This must be achievable with the aircraft in all
possible configurations and at all engine power settings.
It must be possible to lower the nose to maintain a safe flying speed when the engine
power is suddenly reduced from take-off power to idle while climbing at the take-off
safety speed.
It must be possible, throughout the appropriate flight envelope, to change the
configuration (landing gear, wing flaps, etc) without control of the aircraft requiring
exceptional piloting skill and without exceeding the control forces defined above.
It must be possible to raise the nose at VNE at all permitted CG positions and engine
powers.
May 2005
1-29
The pitch control forces during turns or when recovering from manoeuvres must be
such that at a constant speed an increase in load factor is associated with an
increase in control force.
For aircraft certificated to FAR 23 there is also a requirement to demonstrate that the
aircraft is safely controllable and able to establish a zero rate of descent at an
attitude suitable for a controlled landing without the use of the primary longitudinal
control system.
5.
b.
c.
d.
flaps extended,
b.
c.
engine operating at idle power and engine operating at power for level
flight, and
d.
May 2005
1-30
For aircraft certificated to FAR 23 there is also a requirement to demonstrate that the
aircraft is safely controllable without the use of the primary lateral control system in
any all-engine configuration and at any speed or altitude within the approved
operating envelope.
8.
Meeting this requirement should ensure enough lateral and directional control to
provide an acceptable level of manoeuvrability in all phases of flight.
9.
The wording of the requirements describes the manoeuvres needed. Control forces
should remain acceptable.
10.
The elevator control forces during turns or when manoeuvring must be such that an
increase in control force is needed to cause an increase in load factor.
11.
The positive stick force per g levels in a cruise configuration must be of sufficient
magnitude to prevent the pilot from inadvertently over-stressing the aeroplane during
manoeuvring flight. FAA AC 23-8B provides detailed information.
12.
May 2005
1-31
SECTION 15 TRIM
1.
Requirements
b.
a descent with idle power at a speed of 1.3 VS1 with landing gear
extended and wing flaps in the landing position.
For aircraft certificated to FAR 23 there is also a requirement to demonstrate that the
aircraft is safely controllable following any probable powered trim system runaway
that might be reasonably expected in service.
2.
Explanation
The trim requirements ensure the aircraft will not require exceptional pilot skill,
strength or alertness to maintain a steady flight condition. The tests require the
aircraft to be trimmed for hands-off flight during the conditions specified.
3.
Procedures
If installed, trim actuator travel limits should be set to the minimum allowable.
Trim tests should be conducted in smooth air. Tests requiring the use of maximum
continuous power should be conducted at as low an altitude as practical to ensure
the required power is attained.
Trim tests should be conducted at the most critical combinations of weight and CG.
Forward CG is usually critical at slow speeds and aft CG critical at high speeds.
1-32
SECTION 16 STABILITY
1.
General
The aircraft must be inherently stable and must show suitable stability and control
feel under any conditions normally encountered in service.
2.
Under the conditions specified below, and with the aircraft trimmed as indicated, the
elevator control forces and the friction within the control system must have the
following characteristics:
a.
b.
c.
The stick force must vary with speed so that any substantial speed
change results in a force clearly perceptible to the pilot.
Climb Condition. The stick force curve must have a stable slope at speeds between
the minimum speed for steady unstalled flight and the trim speed plus 20 knots or the
flap limiting speed with;
a.
b.
c.
d.
Cruise Condition. The stick force curve must have a stable slope at speeds between
1.3 VS1 and VNE with;
a.
flaps retracted,
b.
c.
d.
Approach Condition. The stick force curve must have a stable slope at speeds
between the minimum speed for steady unstalled flight and the trim speed plus 20
knots (or the maximum flap extended speed if lower) with;
a.
1-33
b.
c.
d.
If the aircraft does not have a longitudinal trim system the trim speeds for the climb,
cruise and approach conditions should be those used when determining stall speeds
(Section 12).
3.
The requirement for the free return speed to be within 10% of the original trim speed
effectively limits the amount of control friction that will be acceptable. For stability
testing control cable tensions should be adjusted to the maximum allowable.
The stable slope requirement requires judgement on the part of the test pilot as to
whether or not the slope of the stick force versus airspeed curve is sufficiently steep
to allow safe operation of the aircraft.
4.
The aircraft should be trimmed in smooth air for the conditions required. After
observing trim speed, apply a slight pull force and stabilise at a lower speed. Note
the new airspeed and the required pull force. Continue this process in increments of
five to ten knots, depending on the speed range being investigated, until reaching the
specified minimum speed. The pull force should then be gradually relaxed to allow
the aircraft to return toward the trim speed and zero stick force. Depending on the
amount of friction in the control system the eventual speed at which the aircraft
stabilises will be somewhat less than the original trim speed. The new speed, called
the free return speed, must be within 10% of the original trim speed.
Starting again at the trim speed push forces should be applied gradually in the same
manner as described above for speeds in five or ten knot increments up to the
specified maximum speed. The push force should then be smoothly released and,
as before, the free return speed should be within 10% of the original trim speed.
Tests should be conducted at the critical combination of weight and CG. Aft CG is
normally critical. Both the light and heavy weight conditions should be checked.
Force measurements can be made with a hand-held force gauge, fish scales or
through electronic means, and plotted against calibrated airspeed to assess
compliance. Test data should be obtained within a reasonable band of the trim point,
no more than +/- 2000 ft.
5.
The static directional stability, as shown by the tendency to recover from a skid
rudder free, must be positive in the take-off, cruise and landing configurations. This
must be demonstrated at all engine powers and at speeds from 1.3 VS1 up to the
maximum allowable for the configuration.
May 2005
1-34
The static lateral stability, as shown by the tendency to raise the low wing from a
sideslip, must be positive in the take-off, cruise and landing configurations. This
must be demonstrated at engine powers up to 75% MCP at speeds above 1.3 VS1
and up to the maximum allowable for the configuration. The static lateral stability
may not be negative at 1.3 VS1.
In straight steady sideslips at 1.3 VS1, in the take-off, cruise and landing
configurations, at up to 50% MCP, aileron and rudder forces and displacements must
increase with sideslip angle.
At large angles of skid, up to that at which full rudder is used or the rudder force
exceeds 150 lbf, rudder forces may lighten but they must not reverse. This must be
shown at all speeds between 1.3 VS1 and VA or the limiting speed for the
configuration.
6.
The requirements of this section demonstrate that the aircraft has positive directional
and lateral stability and verify the absence of rudder lock.
The skid angle required to assess compliance with the basic static directional stability
requirements outlined above should be the maximum skid angle expected in service.
This judgement should be based on aircraft manoeuvrability and control forces.
The sideslip angle required to assess compliance with the basic static lateral stability
should be the angle required to maintain a steady heading with a bank angle of 10
degrees. If the aircraft cannot maintain a steady heading with 10 degrees of bank
applied then the heading may be allowed to drift.
7.
Testing should be conducted at the highest altitude at which the required engine
power can be achieved.
The aircraft should be loaded to the aft CG limit and maximum take-off weight.
Directional Stability. With the aircraft in the desired configuration and stabilised at
the trim speed, slowly yaw the aircraft in one direction keeping the wings level with
the lateral control. When the rudder is released the aircraft should tend to return to
straight flight. The test should be repeated yawing the aircraft in the opposite
direction. The amount of yaw should be appropriate to aircraft type.
Rudder Lock. Continue to increase the rudder deflection beyond that used above
until full deflection or the rudder force limit is reached. In this region rudder forces
may lighten but may not reverse.
Lateral Stability. With the aircraft in the desired configuration and stabilised at the
trim speed conduct a sideslip by maintaining a steady heading with the rudder while
banking at least 10 degrees with the ailerons. When the ailerons are released the
low wing should tend to return to level. The pilot should not assist the ailerons during
this demonstration but should hold full rudder (either up to the deflection limit or to
the force limit, whichever occurs first). Repeat in the opposite direction.
May 2005
8.
1-35
Any short period oscillation occurring between the stalling speed and the maximum
allowable speed appropriate to the configuration must be heavily damped with the
controls;
a.
fixed, and
b.
free.
The tests for longitudinal short period dynamic stability are accomplished by a
movement or pulse of the longitudinal control at a rate and degree to obtain a short
period pitch response from the aircraft. Initial inputs should be small and
conservatively slow until more is learned about the aircrafts response. Control
inputs can then be made gradually large enough to properly evaluate the short period
mode.
The doublet input excites the short period oscillation while suppressing the phugoid.
The doublet is performed, after trimming the aircraft at the required flight conditions,
by applying a smooth, but fairly rapid, movement of the longitudinal control. Apply
forward stick to decrease pitch attitude a few degrees then reverse the input to bring
the pitch attitude back to trim. As pitch attitude reaches trim return the cockpit control
to its original position and release it (controls free evaluation) or restrain it in the trim
position (controls fixed). Both methods should be utilised. At the end of the doublet
input, pitch attitude should be at the trim position (or oscillating about it) and airspeed
should be approximately trim airspeed.
May 2005
1-36
The frequency of the doublet input depends on the response characteristics of the
aircraft. The test pilot should adjust the frequency until the maximum response is
generated.
The short period mode should be investigated at selected points covering all flight
conditions.
AC 23-8B provides information on evaluating the aircrafts phugoid characteristics.
11.
12.
a.
A highly damped convergence, called the roll mode, through which the
pilot controls roll rate and, hence, bank angle.
b.
A slow acting mode, called the spiral, which may be stable but is often
neutral or even mildly divergent in roll and yaw.
c.
An oscillatory mode, called the Dutch roll, that involves combined rolling
and yawing motions and may be excited by either rudder or aileron
inputs or by gust encounters.
May 2005
1-37
SECTION 17 SPINNING
1.
Requirements
Single engine aeroplanes not cleared for aerobatics must be able to recover from a
one turn spin or a three second spin, whichever takes longer, in not more than one
additional turn after initiation of the first control action for recovery.
An alternative option is to demonstrate that the aeroplane is inherently resistant to
spinning.
In addition, an aeroplane that is to be cleared for aerobatics must also be able to
recover from any point in a spin up to and including six turns in not more than one
and a half additional turns after initiation of the first control action for recovery.
2.
Explanation
A spin is a sustained autorotation at angles of attack above the stall. The rotary
motions of the spin may have oscillations in pitch, roll and yaw superimposed upon
them. The fully developed spin is attained when the trajectory has become vertical
and the spin characteristics are approximately repeatable from turn to turn.
Some aeroplanes can autorotate for several turns, repeating the body motions at
some interval, and never stabilise. Most aeroplanes will not attain a fully developed
spin in one turn. Some are reluctant to spin at all and may prefer to enter spiral
dives.
3.
Procedures
1-38
Requirement
Each part of the aeroplane must be free from excessive vibration at all speeds up to
VNE. In addition, in any normal flight condition, there must be no buffeting severe
enough to interfere with the satisfactory control of the aeroplane, cause excessive
fatigue in the crew, or result in structural damage. Stall warning buffeting within
these limits is allowable.
This requirement must be met with the engine running at all allowable power settings.
2.
Explanation
The tests required under this section should not be confused with flutter tests. No
attempt is made to excite flutter, but this does not guarantee against encountering it.
Therefore the tests should be carefully planned and conducted.
The indicated airspeeds for the tests should be determined from the airspeed
calibration data. Careful study of the aeroplanes airspeed calibration is required with
respect to the characteristics of the slope at the high speed end and how the
airspeed calibration was conducted. This is necessary to determine the adequacy of
the airspeed calibration for extrapolating to VNE.
3.
Procedures
In the clean configuration at the gross weight, most critical CG (probably most aft)
and the altitude selected for the start of the test, the aeroplane should be trimmed in
level flight at maximum continuous power. Speed is gained in gradual increments in
a dive until VNE is obtained. The aeroplane should be trimmed, if possible,
throughout the manoeuvre. Remain at the maximum speed only long enough to
determine the absence of excessive buffet, vibration or controllability problems.
With flaps extended and the aeroplane trimmed for level flight at a speed below VFE,
commence a shallow dive to stabilise at VFE and make the same determination as
above.
1-39
SECTION 19 FLUTTER
1.
Requirements
The aeroplane must be free from flutter, aerofoil divergence and control reversal in
each configuration and for any condition of operation within the V-n diagram and at
all speeds up to the applicable limiting speed.
Flight flutter tests must be conducted.
2.
Explanation
In addition to analytical methods compliance with the requirement for the airframe
and control system to remain free from flutter can be shown by systematic flight tests
designed to induce flutter at speeds up to VDF or the appropriate limiting speed.
These tests must show that there is no rapid reduction of damping as the limiting
speed is approached.
Additionally,
3.
a.
b.
Procedures
1-40
Requirements
b.
the aircraft reaching a height of 50 feet at an airspeed not less than the
take-off safety speed (VTOSS),
c.
d.
e.
f.
A VTOSS should be established for each flap setting for which take-off distance
information is to be provided. The VTOSS shall be an airspeed not less than 1.2 VS1 or
VS1 plus 10 knots, whichever is the greater, at which adequate control is available in
the event of sudden complete engine failure during the climb following take-off.
Take-off charts, when included in the aircraft flight manual, shall schedule distances
established in accordance with the above provisions, factored by 1.15.
2.
Explanation
Take-off distance tests should be conducted in steady wind conditions, preferably nil
wind. Gusty conditions will probably produce unacceptably inconsistent results.
Suitable measuring techniques should be employed to measure the total take-off
distance from a standing start to a height of 50 feet. The air and ground run
segments of the total take-off distance must also be recorded for data reduction
purposes.
At least five take-offs should be flown with the final distance being the mean of the
corrected (reduced) distances. The following quantities should be recorded for data
reduction purposes:
a.
b.
3.
1-41
c.
d.
Slope. Runway gradient can have a significant effect on the ground run
distance for low thrust to weight ratio aircraft. The gradient of the takeoff surface should be accounted for. Information on runway gradients
should be available in the airfield survey documents.
Procedures
To reduce the results of take-off tests to ISA sea level surfaces corrections should be
made for weight, wind, temperature, pressure altitude and runway slope.
Take-off techniques should produce consistent results and not require undue skill or
strength on the part of the pilot.
FAA AC 23-8B provides detailed information on test techniques and data reduction
procedures while FAA AC 23-15 provides additional information applicable to simple,
light aircraft.
May 2005
1-42
The gradient of climb after take-off should not be less than 8.3 percent 5 under the
following conditions:
2.
a.
b.
c.
d.
e.
f.
g.
With the altimeter adjusted to a setting of 1013.2 mb, a series of climbs, initiated at
the lowest practical altitude, should be conducted. Stabilise airspeed and power prior
to recording data. The time at the beginning of each run should be recorded for
weight accounting purposes.
Each stabilised climb should be continued for at least three minutes or 3000 feet
while holding the airspeed essentially constant. Climbs should be conducted in
sawtooth pairs on reciprocal headings to minimise the effects of windshear.
Orientation of the climbs should be at 90 degrees to the prevailing wind direction, if
known.
Precise altimeter readings should be recorded at precise time intervals of not more
than 30 seconds. Airspeed, ambient temperature and engine parameters should
also be recorded although this can be done at longer intervals. A running plot of
altitude versus time can be maintained to assess the acceptability of test data.
It is essential to conduct climb tests in smooth air to obtain accurate results. The
presence of an atmospheric temperature inversion will also produce unacceptable
climb test results if the climbs are conducted through the inversion.
The results of reciprocal heading climbs should be averaged before data reduction.
Climb data is plotted using altitude and time as the horizontal and vertical axes. The
slope of the tangent drawn against the curve at the mean test altitude produces the
observed rate of climb. An acceptable method for correcting the test data for
temperature, pressure altitude and weight should be used to reduce the data to
standard sea level conditions. FAA AC 23-8B provides detailed information.
For FAR 23 aircraft. Check the appropriate airworthiness standard different requirements are applicable for
different standards.
3.
1-43
The steady gradient and rate of climb should be determined at each weight, altitude
and ambient temperature within the operational limits with:
4.
a.
b.
c.
d.
Procedures for establishing enroute climb performance are the same as those
described above for the take-off climb.
5.
The steady gradient of climb should not be less than four percent at sea level ISA
conditions with the aircraft configured as follows:
a.
b.
c.
d.
e.
wing flaps in the landing position, except that, if safe and rapid
retraction to at least the take-off position is possible without causing
excessive change in angle of attack or loss of altitude and without
requiring exceptional piloting skill, the flaps may be retracted.
Procedures for establishing baulked landing climb performance are the same as
those described above for the take-off climb.
The additional requirement is for the test pilot to make a qualitative judgement as to
whether the transition from approach to climb configurations can be achieved without
requiring exceptional piloting effort or skill.
May 2005
1-44
Requirements
For single engine aeroplanes the maximum horizontal distance travelled in still air, in
nautical miles per 1000 feet of altitude lost in a glide, and the speed necessary to
achieve this, should be determined with:
2.
a.
b.
c.
Explanation
The primary purpose of this requirement is to provide the pilot with information about
the aircrafts gliding performance. Such data can be used as a guide to the gliding
range that can be achieved. Some reasonable approximation in its derivation is
acceptable.
3.
Procedures
1-45
Requirements
The landing distance should be established for a smooth, dry, hard-surfaced runway
and/or from a short dry grass surface, as applicable to the appropriate airworthiness
standard. It is the distance required to bring the aeroplane, at maximum landing
weight under sea level ISA conditions, to rest from a height of 50 feet above the
runway surface. The aeroplane should arrive at the 50 foot point at an airspeed of
not less than the landing approach speed following a steady approach at that speed
with the wing flaps in the landing position. The landing must be made without
excessive vertical acceleration and without tendency to bounce, nose over or
ground/water loop.
The speed at 50 feet should be the recommended approach speed, but not less than
1.3 VS0 or VS0 plus 10 knots, whichever is the greater, at a power setting to be stated
in the pilots handbook.
Landing charts included in the aircraft flight manual should schedule distances,
established in accordance with the above provisions, factored by 1.15.
2.
Explanation
Procedures
The landing approach should be stabilised on target speed, power, and with the
aeroplane in the landing configuration prior to arriving at the 50 foot point to assure
stabilised conditions when the aeroplane passes through the reference height. A
smooth flare should be made to the touchdown point. The landing roll should be as
straight as possible and the aeroplane brought to a complete stop (or to 3 knots for
seaplanes) for each landing test. Normal pilot reaction times should be used for
power reduction, brake application and use of other drag/deceleration devices.
These reaction times should be established by a deliberate application of appropriate
controls as would be used by a normal pilot in service. They should not represent
the minimum times associated with the reactions of a test pilot highly trained and
experienced on type.
Test conditions, measurements and data reduction are similar to those described for
measuring take-off distance at Section 20 above. See FAA AC 23-8B and AC 2315A for additional information.
2-1
Purpose
This Flight Test Report Guide (FTRG) provides a means of recording and presenting
the general results of flight testing required for the demonstration, or assessment, of
compliance with a simple light aeroplane certification standard.
2.
Certification Standards
The FTRG is meant to be a generic guide. It does not relate specifically to any one
certification airworthiness standard. However its basis lies in the following five
standards:
a.
b.
c.
d.
e.
2-2
In the last three of the above mentioned standards the definition and layout of
requirements is similar. Therefore, in this FTRG, where a requirement can be related
to one of these like-numbered clauses, it is annotated with an italicised crossreference. For example the Maximum Take-Off Weight (MTOW) requirement is at
Paragraph 25.a of all three standards and has been annotated in the FTRG as [S25].
Where a requirement does not correlate an italicised annotation has not been added.
In all cases it is the responsibility of the user to check the requirement against the
appropriate, actual clause in the relevant airworthiness standard.
As this is a generic guide every applicable requirement from each of the above
mentioned standards may not be included. It remains the responsibility of the user to
check, against the actual airworthiness standard being applied, that all requirements
are included when the guide is being used for a specific aircraft assessment. In
particular, this guide is focussed on single engine aircraft. If a multiengine aircraft is
being considered under FAR 23 additional requirements, not included herein, will
have to be addressed.
4.
Test Configurations
Test Airspeeds
Trim speeds or speed ranges for tests are often specified in terms of stall speeds.
For a given test configuration the reference stall speed (VS) to be used shall be the
power-off stall speed at MTOW and the most forward Centre of Gravity (CG) 6 in that
configuration.
Test airspeeds should be calculated by multiplying the Calibrated Airspeed (CAS) by
the appropriate factor then converting the resulting CAS to Indicated Airspeed (IAS).
6.
Flight test programs can be progressed in any order although some tasks should be
completed before others. Airspeed system calibrations and stall speeds should be
determined at an early stage as confirmation of this data is a prerequisite for many of
the other tests.
The aircraft should be weighed accurately before commencing the test program so
precise loadings can be established that will comply with the weight and CG
requirements to be used during each test. Ideally, the aircraft should be weighed in
its take-off condition, with crew, fuel and load onboard, before each test sortie and
then again after landing.
7.
Additional Data
Aircraft that have a forward sloping CG limit on their Wt / CG diagram should be evaluated at the most
forward CG regardless of weight (the forward regardless point) as well as the most forward CG at MTOW.
The higher of the stall speeds produced at these configurations is taken as the aircraft stall speed.
May 2005
2-3
8.
a.
Conformity Statements
b.
c.
d.
There are hazards involved with all flight testing. Some sequences (eg spinning,
flutter) may involve elevated risk levels. This FTRG does not include specific risk
management information. The user is strongly urged to conduct a detailed Hazard
Analysis / Risk Management exercise as part of the test planning and the ongoing
flight testing processes. Project managers and pilots are encouraged to contact the
CASA TP for further information or assistance.
May 2005
2-4
Flight
No.
Date
Take-Off
Time
Landing
Time
Flight
Time
T/O
Weight
(kg)
T/O
CG
(mm)
LDG
Weight
(kg)
LDG
CG
(mm)
Total
May 2005
Test Description
Crew
Weather /
Conditions
Remarks
2-5
Manufacturer:
2.
Model:
3.
4.
Certification Basis:
5.
Weight Limitations:
CG Limitations:
Location of CG Datum
Most Forward CG at MTOW (mm from
datum) [S23]
Most Forward CG Regardless of Weight
(mm from datum) [S23]
Most Rearward CG at MTOW (mm from
datum) [S23]
Any Other Rearward CG Limit (mm from
datum) [S23]
May 2005
7.
2-6
Airspeed Limits:
KCAS
Airframe Data:
Number of Seats
General Arrangement
Construction Material
Wing
Lift / Drag Devices
Undercarriage
Longitudinal Control
Lateral / Directional Control
Other
May 2005
KIAS
2-7
May 2005
9.
2-8
Powerplant Data:
Manufacturer
Model
Type Certificate No.
Take-Off Operation
Time Limit (Minutes)
Engine RPM
Brake Horsepower
Maximum Cylinder Head Temperature
(oC)
Maximum Coolant Temperature (oC)
Maximum Oil Temperature (oC)
Continuous Operation
Engine RPM
Brake Horsepower
Maximum Cylinder Head Temperature
(oC)
Maximum Coolant Temperature (oC)
Maximum Oil Temperature (oC)
Intermediate Power Ratings
75% MCP Engine RPM
75% MCP Horsepower
50% MCP Engine RPM
50% MCP Horsepower
Engine Precautionary Range (RPM)
Any Other Limitation
10.
Propeller Data:
Manufacturer
Model
Type Certificate No.
Material
Number of Blades
Diameter
Pitch Settings
Full Throttle Static RPM
May 2005
11.
2-9
Performance Summary:
May 2005
12.
2-10
May 2005
2-11
Configuration
Flap
Landing
Gear
Power
(a)
1
(b)
Takeoff (T/O)
(c)
1st
Stage
(d)
Down
(e)
Normal
Takeoff
Climb (CL)
Up
Up
Normal
Climb
Cruise (CR)
Up
Up
Approach
(APP)
1st
Stage
Down
A/R
Power as required to
maintain rate of
descent equivalent
to required approach
gradient.
Landing (LDG)
2nd
Stage
Down
A/R
Power as applicable
to specific test point.
May 2005
Remarks
(f)
Power defined with
respect to RPM /
Manifold Pressure /
HP
2.
2-12
Test Configurations
Serial
Configuration
Flap
Landing
Gear
Power
Remarks
(a)
1
(b)
Takeoff (T/O)
(c)
(d)
(e)
(f)
Climb (CL)
Cruise (CR)
Approach
(APP)
Landing (LDG)
May 2005
2-13
Control Systems
Yes /
No
May 2005
2.
2-14
Does the pilot compartment and its equipment allow each pilot to perform
his/her duties without unreasonable concentration or fatigue? [S771]
Is the pilot compartment free from glare and reflections that would interfere
with the pilots vision and designed so that the pilots view is sufficiently
extensive, clear and undistorted allowing safe operation of the aircraft?
[S773]
Is each pilot protected from the elements so that moderate rain conditions
do not unduly impair his/her view of the flight path in normal flight and while
landing? [S773]
Is there a means for preventing internal fogging of the pilot compartment
windows or, if not, can any internal fogging be easily cleared by the pilot?
[S773]
Is the cabin area surrounding each seat, including structure, interior walls,
instrument panel, control wheels, pedals and seats, within striking distance
of the occupants head or torso (with the safety belt and shoulder harness
fastened) free of potentially injurious objects, sharp edges, protuberances
and hard surfaces? [S785]
3.
Cockpit Controls
Yes /
No
Is each cockpit control located and (except where its function is obvious)
identified to provide convenient operation and to prevent confusion and
inadvertent operation? [S777]
Are the controls located and arranged so that the pilot, when seated, has
full and unrestricted movement of each control without interference from
either his/her clothing or the cockpit structure? [S777]
If the aircraft has dual controls, can each of the following secondary
controls be operated from each of the pilots seats; engine controls, wing
flaps, landing gear, trim, canopy opening and jettisoning controls? [S777]
Are the cockpit controls designed such that they operate in the standard
sense as defined at [S779] of the appropriate airworthiness standard?
Are the cockpit controls fitted with standard knobs as defined at [S781] of
the appropriate airworthiness standard?
May 2005
2-15
May 2005
4.
2-16
Emergency Exit
Yes /
No
May 2005
7.
2-17
May 2005
2-18
SECTION 6 VENTILATION
1.
Test Condition
On Ground
Taxying
Climb at MCP
and VTOSS
Cruise at 75%
MCP
Descent at Idle
Power and VREF
Measurement
Location
Pilots Face
Instrument Panel
Pilots Face
Instrument Panel
Pilots Face
Instrument Panel
Pilots Face
Instrument Panel
Yes /
No
Do any of the CO readings exceed one part in 20 000?
May 2005
2-19
SECTION 7 POWERPLANT
1.
Propeller Speed
The Propeller speed and pitch must be limited to values that ensure safe operation
under normal operating conditions [S33] and [S905].
Weight and CG (as convenient)
Condition
Maximum Allowable
During Climb at Best Rate
of Climb Speed (VY) with
Full Throttle
During Glide at VNE with
Engine at Idle or Stopped
Engine RPM
Propeller RPM
Yes /
No
Are engine or propeller limits exceeded during climb?
Are engine or propeller limits exceeded by more than 10% during glide at
VNE?
May 2005
2.
2-20
Fuel System
The unusable fuel supply for each tank must be established. The unusable fuel
supply is the quantity remaining in the tank after the first evidence of engine
malfunction under the most adverse fuel feed conditions [S959]:
Weight and CG (as convenient)
Condition
Tank #1
Tank #2
May 2005
2-21
Taxi turns and turning take-off procedures may require further fuel gauge markings.
Refer to FAA AC 23-16 Powerplant Guide for Certification of Part 23 Airplanes for
further information.
3.
Engine Cooling
KCAS
KIAS
Cooling climb test data should be recorded at Annex B and test results summarised
in the following table:
May 2005
2-22
Oil Inlet
Maximum Observed
Temperature (oC)
True Observed
Temperature 7 (oC)
Pressure Altitude (ft)
Observed OAT (oC)
True OAT 8 (oC)
Corrected Temperature 9
(oC)
Maximum Permissible
Temperature (oC)
Yes /
No
Are temperatures within limits?
4.
The reciprocating engine air induction system must have means to prevent and
eliminate icing [S1093]. Tests are to be conducted in level flight at cruise mixture
settings in air free of visible moisture.
Weight and CG (as convenient)
Carburettor Air Heat Rise Data
Pressure Altitude (ft)
OAT (oC)
Power (75% MCP)
CAT Heat Off (oC)
CAT Heat On (oC)
Heat Rise (oC)
5.
May 2005
2-23
Landplane
May 2005
2.
2-24
Seaplane
May 2005
2-25
The standard production airspeed indicating system installed in the aircraft must be
calibrated to indicate true airspeed at sea level in a standard atmosphere [S1323].
The production airspeed system is normally not sufficiently predictable or repeatable
at high angles of attack to accurately measure the performance stall speed of an
aeroplane in accordance with [S49] of the appropriate standard. These tests require
the use of properly calibrated instruments and usually require a separate test
airspeed system, such as a trailing bomb, a trailing cone, and/or an acceptable nose
or wing boom. Any such test airspeed system should also be properly, and
independently, calibrated.
Weight / CG
Weight MTOW (kg)
CG as convenient (mm)
2.
3.
Test Results
10
2-26
Stalling Speed
Test Data
Weight / CG
Configuration 12
Test
Weight (kg)
Trim
Speed
(KIAS)
(KCAS)
Corrected
Stall
Speed at
MTOW
(KCAS)
Landing
Cruise
Take-Off
3.
Stall Speed
KIAS
KCAS
Landing
Cruise
Take-Off
11
See Section 1, Paragraph 5. Stall speeds should be measured at the forward regardless CG position as well
as the most forward CG at MTOW. The higher of the stall speeds produced at these configurations is taken as
the aircraft stall speed.
12
Some airworthiness standards stipulate that the stall speeds should be checked with the engine at both the idle
and inoperative conditions. The higher of the stall speeds produced at these conditions is taken as the aircraft
stall speed.
May 2005
27
May 2005
2-28
Take-Off
Landing
May 2005
2.
2-29
Take-Off
Landing
May 2005
3.
2-30
Turning flight and accelerated stalling characteristics are defined at [S203] of the
applicable airworthiness standard.
Weight / CG
Weight MTOW (kg)
CG - most forward (mm)
Power
Power Setting Idle (MAP/RPM)
Configuration
Cruise
Take-Off
Landing
May 2005
4.
2-31
Turning flight and accelerated stalling characteristics are defined at [S203] of the
applicable airworthiness standard.
Weight / CG
Weight MTOW (kg)
CG - most forward (mm)
Power
Power Setting (MAP/RPM)
Configuration
Cruise
Take-Off
Landing
May 2005
5.
2-32
Take-Off
Landing
May 2005
6.
2-33
Take-Off
Landing
May 2005
7.
2-34
Turning flight and accelerated stalling characteristics are defined at [S203] of the
applicable airworthiness standard.
Weight / CG
Weight MTOW (kg)
CG - most rearward (mm)
Power
Power Setting Idle (MAP/RPM)
Configuration
Cruise
Take-Off
Landing
May 2005
8.
2-35
Turning flight and accelerated stalling characteristics are defined at [S203] of the
applicable airworthiness standard.
Weight / CG
Weight MTOW (kg)
CG - most rearward (mm)
Power
Power Setting (MAP/RPM)
Configuration
Cruise
Take-Off
Landing
May 2005
9.
2-36
May 2005
2-37
Yes /
No
Is the aircraft satisfactorily controllable and manoeuvrable about all axes
during take-off, climb, level flight, descent and landing with power on and
power off?
Is it possible to make smooth transitions from one flight condition to
another without exceptional skill or strength being required by the pilot and
with danger of exceeding limit load factors?
Are the control force limits for both temporary and prolonged application,
as specified at [S143] of the applicable airworthiness standard, exceed in
any operation?
2.
Configuration
Idle Power
Cruise
Idle Power
Landing
MCP
Landing
Idle Power
Cruise
Idle Power
Landing
Trim
Speed
(KIAS)
1.3 VS1
1.3 VS0
1.3 VS0
1.3 VS1
1.3 VS0
Yes /
No
Control
Force
(lbf or
kg)
Yes /
No
Is it possible to raise the nose at VDF with the engine at idle power and at
MCP?
For any required trim setting, is it possible to take-off, climb, descend and
land the aeroplane in required configurations with no adverse effects and
with acceptable control forces?
May 2005
2-38
May 2005
3.
2-39
Configuration
Idle Power
Cruise
Idle Power
Landing
MCP
Landing
Idle Power
Cruise
Idle Power
Landing
Trim
Speed
(KIAS)
1.3 VS1
1.3 VS0
1.3 VS0
1.3 VS1
1.3 VS0
Yes /
No
Control
Force
(lbf or
kg)
Test to determine that the nose can be pitched down for prompt acceleration to
trim speed.
Configuration
Take-Off
Cruise
Landing
Cruise
Power
MCP
MCP
Idle
Idle
KIAS
Trim Speed
1.3VS1
KCAS
Lowest
KIAS
Airspeed from
which Pitch is KCAS
Satisfactory.
Yes /
No
Is it possible to raise the nose at VDF with the engine at idle power and at
MCP?
Is it possible to lower the nose to maintain a safe flying speed when power
is suddenly reduced from the maximum take-off setting to idle when
climbing at VTOSS?
May 2005
4.
2-40
Speed
1.3VS1
1.3VS1
1.3VS0
Result (Yes/No)
Acrobatic Manoeuvres
Weight / CG
May 2005
7.
2-41
May 2005
2-42
SECTION 13 TRIM
1.
Trim ability
Does the aeroplane remain in a trimmed condition around the roll and yaw
axes, with the respective controls free, at 90% of the maximum level flight
speed with MCP set (VH) or at the design cruising speed (VC) (whichever is
lower)?
3.
Longitudinal Trim
Yes /
No
May 2005
2-43
May 2005
2-44
SECTION 14 STABILITY
1.
Stability
Trim Speed
Test Range
1.4VS1
Level Flight
1.3VS1 - VNE
VREF
1.1VS1 VFE
VREF
1.1VS1 VFE
May 2005
Satisfactory
Result (Yes/No)
3.
2-45
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
MCP
Yes /
No
Is there a positive tendency to recover from a skid, rudder free?
Do rudder forces increase steadily with sideslip?
b.
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
75% MCP
Yes /
No
Is there a tendency to raise the low wing in a sideslip?
Do rudder and aileron forces increase steadily with sideslip?
c.
Power
Idle
50% MCP
1.2VS1
Yes /
No
Do rudder forces reverse with full deflection?
May 2005
d.
2-46
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
MCP
Yes /
No
Is there a positive tendency to recover from a skid, rudder free?
Do rudder forces increase steadily with sideslip?
e.
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
75% MCP
Yes /
No
Is there a tendency to raise the low wing in a sideslip?
Do rudder and aileron forces increase steadily with sideslip?
f.
Power
Idle
50% MCP
1.2VS1
Yes /
No
Do rudder forces reverse with full deflection?
g.
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
MCP
Yes /
No
May 2005
2-47
May 2005
h.
2-48
Speed
1.2VS1
VMAX
1.2VS1
VMAX
Idle
75% MCP
Yes /
No
Is there a tendency to raise the low wing in a sideslip?
Do rudder and aileron forces increase steadily with sideslip?
i.
Power
Idle
50% MCP
1.2VS1
Yes /
No
Do rudder forces reverse with full deflection?
May 2005
4.
2-49
Dynamic Stability
Weight / CG
May 2005
2-50
May 2005
2-51
SECTION 15 SPINNING
1.
Spinning
Configuration
CR Power Off
T/O
LDG Power Off
Normal Spins
Left (Lt) Turn
Level Entry
Entry
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
Abnormal Spins
Configuration
Power On
Ailerons Against
Power Off
Ailerons Against
CR
T/O
LDG
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
Power Off
Elevator First
Recovery
1 Lt, 1 Rt
1 Lt, 1 Rt
1 Lt, 1 Rt
Yes /
No
13
Development and build-up testing should determine the combination of weight and CG most critical for spin
characteristics. Lateral loading, and the possibility of imbalance, may need to be considered.
May 2005
3.
2-52
May 2005
2-53
Maximum
Speed
VDF
VFE
Power
MCP
MCP
KCAS
KIAS
Yes /
No
Was any excessive vibration or buffeting experienced up to the limiting
speed in either configuration?
2.
May 2005
2-54
SECTION 17 FLUTTER
1.
Maximum
Speed
VFE
VDF
VFE
VFE
Power
MCP
MCP
A/R
A/R
KCAS
KIAS
Yes /
No
Was the aeroplane free from flutter, aerofoil divergence and control
reversal in each configuration and for any condition of operation within the
V-n diagram and at all speeds up to the applicable limiting speed(s)? 14
2.
14
This section is intended as a report on the actual flutter flight tests. Cross reference to an applicable Flutter
Report should be made for detailed information.
May 2005
2-55
Take-Off Performance
Test Conditions
Weight / CG
VTOSS
Surface Conditions
Land
Water
3.
Paved
Grass
Height of Waves,
Trough to Crest (m)
May 2005
2-56
Climb Performance
[S63], [S65], [S69] and [S77] of the applicable airworthiness standard define climb
performance requirements for simple, single-engine, light aeroplanes.
2.
15
Flap
Take-Off Position (deg)
Speed
VTOSS
3.
KCAS
KIAS
The Sawtooth Climb test method (cf FAA AC 23-8B) will provide reliable results. Test
data should be recorded at Annex F.
What was the observed rate of climb in the T/O configuration under the test
conditions? (ft/min)
- at what pressure altitude? (ft)
- at what temperature? (0C)
What is the corrected rate of climb in the T/O configuration at MTOW under
ISA / SL conditions? (ft/min)
What is the gradient of climb in the T/O configuration at MTOW under ISA /
SL conditions? (%)
Yes /
No
Are these T/O configuration rates or gradients of climb in excess of any
minimums stipulated in the appropriate airworthiness standard?
15
4.
2-57
5.
KCAS
KIAS
May 2005
6.
2-58
7.
KCAS
KIAS
16
The airworthiness standards will generally stipulate that the flaps must be in the landing position except that if
they may be safely retracted in two seconds or less, without loss of altitude and without sudden changes of angle
of attack or the requirement for exceptional piloting skill, they may be retracted.
May 2005
2-59
May 2005
2-60
Glide Performance
3.
KCAS
KIAS
A variation of the Sawtooth Climb test method (ie a sawtooth glide) will provide
reliable results. Test data should be recorded at Annex G.
What is the best glide ratio? (nm/1000ft)
What glide speed is recommended in order to achieve the best glide ratio?
(KIAS)
4.
17
The engine should be inoperative with the propeller set to its minimum drag position.
The recommended glide speed will normally be that for minimum glide angle ie maximum possible lift-todrag ratio. The best lift over drag speed is frequently higher than the best rate of climb speed.
18
May 2005
2-61
Landing Performance
[S73] and [S75] of the applicable airworthiness standard define landing performance
requirements for simple light aeroplanes.
2.
Test Conditions
Weight / CG
VREF
Surface Conditions
Paved
Grass
Height of Waves,
Trough to Crest (m)
Land
Water
3.
May 2005
A-1
ANNEX A TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
Definition
A
A/R
ABAA
AC
AFM
AO
APP
ASI
AWB
BCAR-S
bhp
CG
CAO
CAR
CAS
CASA
CASR
CAT
CHT
CL
CO
CofA
CR
CS
DA
DA
deg
EASA
EGT
FAA
FAR
FMS
ft
FTE
FTRG
FTI
FTIP
FTIR
FTT
FWD
GPS
G/S
GND
hp
IAS
ISA
KCAS
kg
KIAS
kt
KTAS
lb
LDG
LHS
Lt
m
MAC
MAP
mb
MCP
min
MLW
mm
MTOW
N/A
nm
OAT
PLF
PM
PPM
RHS
RPM
Rt
SAAA
SAT
SC
sec
SL
STC
t
TAT
TC
TCDS
TIA
T/O
TP
VA
VC
VDF
VFE
VH
VLE
VLO
VMAX
VMC
VNE
VNO
VREF
VS
VS0
VS1
VTOSS
VX
VY
VYSE
V-n
A-2
May 2005
VLA
VMC
VSI
A-3
May 2005
B-1
ANNEX B TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
Observed Temperatures
Time
(Minutes)
( C)
Pressure
Altitude
(ft)
OAT
CHT
Coolant
EGT
May 2005
Oil Inlet
Engine
RPM
Airspeed
(KIAS)
C-1
ANNEX C TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
Conduct at least three runs from just above the stall to VNE or the limiting VFE / VLE for
each of the take-off, cruise and landing configurations. Readings should be taken at
5 kt intervals in the low speed range and 10 kt intervals in the high speed range.
Hold the aircraft at the test airspeed for sufficient time to allow the instrument
readings to stabilise before recording data. It is desirable to maintain level flight for
all speeds where practical.
Data should be recorded and reduced at Appendix 2.
19
Similar logic, albeit with a different test procedure, is used in the GPS Airspeed Calibration Method see
CASA AC 21-40 or FAA AC 23-8B for details.
20
A number of calibration methods employing remote pitot and/or static sources are available see CASA AC
21-40 or FAA AC 23-8B for details.
May 2005
C-2
APPENDIX 1 TO
ANNEX C TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
SPEED COURSE DATA
The following table and graphical grid provide for inclusion of Speed Course Method data reduction completed in accordance with
Appendix 9 of FAA AC 23-8B. (Copy, paste and repeat for all aircraft configurations)
Observed Data
Configuration
Distance
(m)
Time
(sec)
KIAS
Reduced Data
Altitude
(ft)
SAT
0
( C)
May 2005
Ground
Speed
(kt)
Average
Ground
Speed
(kt)
Factor
(/0)
Average
Indicated
Airspeed
(KIAS)
Average
Calibrated
Airspeed
(KCAS)
C-3
180
170
160
150
140
130
120
Average Calibrated Airspeed
(KCAS)
110
100
90
80
70
60
50
40
30
20
20
30
40
50
60
70
80
90
100
110
120
130
May 2005
140
150
160
170
180
C-4
APPENDIX 2 TO
ANNEX C TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
REMOTE PITOT / STATIC DATA
Test data should be collected and reduced using the methods outlined at Appendix 9 of FAA AC 23-8B. Data points should be the
mean of three runs for each speed and configuration.
Configuration
Aircraft System
(KIAS)
Calibrating System
(KIAS)
Take-Off
Cruise
Landing
21
22
Corrected 21 Aircraft
System
(KIAS)
Calibrated Airspeed 22
(KCAS)
D-1
ANNEX D TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
kg
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
40
50
60
70
80
90
100
-0.5
-1
-1.5
-2
KIAS
Stick Force (kg) (+ve for pull; -ve for push)
May 2005
110
120
D-2
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
May 2005
D-3
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
kg
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
80
90
100
110
120
130
140
150
-0.5
-1
-1.5
-2
KIAS
Stick Force (kg) (+ve for pull; -ve for push)
May 2005
160
170
180
D-4
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
May 2005
D-5
KIAS
Stick Force
(kg) (+ve for
pull; -ve for
push)
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
May 2005
D-6
KIAS
Stick Force
(kg) (+ve for
pull; -ve for
push)
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
May 2005
D-7
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
kg
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
40
50
60
70
80
90
100
-0.5
-1
-1.5
-2
KIAS
Stick Force (kg) (+ve for pull; -ve for push)
May 2005
110
120
D-8
KIAS
Stick Force
(kg) (+ve
for pull; -ve
for push)
Minimum Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Trim Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Intermediate Speed
Maximum Speed
Free Return Speed (After
Acceleration)
Free Return Speed (After
Deceleration)
May 2005
E-1
ANNEX E TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
1st Run
23
4th Run
5th Run
At least five take-off runs, to 50ft, should be carried out. Speed at 50ft may not be less than 1.3VS1 or VS1 plus
10 kts, whichever is the greater. The test take-off runs must be made in such a manner that their reproduction shall
not require an exceptional degree of piloting skill or exceptionally favourable conditions.
May 2005
F-1
ANNEX F TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
1st Run
2nd
Run
t
(sec)
0
t
(sec)
0
Configuration
KIAS
KCAS
Test Altitude (1013.2 mb)
(ft)
Outside Air Temperature at
Test Altitude (0C)
Aircraft Weight at Test
Altitude (kg)
Power Setting at Test
Altitude (MAP/RPM)
Test Airspeed
Altitude (ft)
-1000
-900
-800
-700
-600
-500
-400
-300
-200
-100
Test Altitude
+100
+200
+300
+400
+500
+600
+700
+800
+900
+1000
May 2005
t
(sec)
0
t
(sec)
0
t
(sec)
0
t
(sec)
0
G-1
ANNEX G TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
1st Run
2nd
Run
t
(sec)
0
t
(sec)
0
Configuration
KIAS
KCAS
Test Altitude (1013.2 mb)
(ft)
Outside Air Temperature at
Test Altitude (0C)
Aircraft Weight at Test
Altitude (kg)
Power Setting at Test
Altitude (MAP/RPM)
Test Airspeed
Altitude (ft)
+1000
+900
+800
+700
+600
+500
+400
+300
+200
+100
Test Altitude
-100
-200
-300
-400
-500
-600
-700
-800
-900
-1000
May 2005
t
(sec)
0
t
(sec)
0
t
(sec)
0
t
(sec)
0
H-1
ANNEX H TO
LIGHT AIRCRAFT FTRG
DATED MAY 05
1st Run
24
4th Run
5th Run
The test landings must be made in such a manner that their reproduction shall not require an exceptional degree
of piloting skill or exceptionally favourable conditions. The landings must be accomplished without excessive
vertical acceleration, tendency to bounce, nose over, ground-loop, porpoise or water-loop.
May 2005