§ 03.0321 Flight tests. Upon satisfactory completion of all necessary inspection and testing on the ground, and upon receipt from the applicant of a report of flight tests conducted by him, and satisfactory proof of the conformity of the airplane with the type design, such official flight tests as the Administrator finds necessary to prove compliance with this part shall be conducted. § 03.04 Changes. Changes shall be substantiated to demonstrate compliance of the airplane with the appropriate airworthiness requirements in effect when the particular airplane was certificated as a type unless the applicant chooses to show compliance with the currently effective requirements subject to the approval of the Administrator, or unless the Administrator finds it necessary to require compliance with current airworthiness requirements. § 03.040 Minor changes. Minor changes to certificated airplanes which obviously do not impair the condition of the airplane for safe operation shall be approved by the authorized representatives of the Administrator prior to the submittal to the Administrator of any required revised drawings. A major § 03.041 Major changes. change is any change not covered by minor changes as defined in § 03.040. § 03.042 Service experience changes. When the Administrator finds that service experience indicates the need for design changes, the applicant shall submit for the approval of the Administrator engineering data describing and substantiating the necessary changes. The Administrator may in such cases withhold issuance of airworthiness certificates for additional airplanes of the type involved until satisfactory corrective measures have been taken. Upon approval by the Administrator, these changes shall be considered as a part of the type design, and descriptive data covering these changes shall be furnished by the applicant to all aircraft owners concerned. § 03.0420 In the case of airplanes approved as a type under the terms of earlier airworthiness requirements, the Administrator may require that an airplane submitted for an original airworthiness certificate comply with such portions of the currently effective airworthiness requirements as may be necessary for safety. § 03.07 Definitions. § 03.0701 Standard atmosphere. The standard atmosphere shall be based upon the following assumptions: (a) The air is a dry perfect gas. (b) The temperature at sea level is 59° F. (c) The pressure at sea level is 29.92 inches Hg. (d) The temperature gradient from sea level to the altitude at which the temperature becomes -67° F is -0.003566° F./Ft. and zero thereabove. (e) The density, po, at sea level under the above conditions is 0.002378 lbs. Sec.'/Ft.*. § 03.0702 Hot day condition. (See § 03.4400.) § 03.0703 Airplane configuration. This term refers to the position of the various elements affecting the aerodynamic characteristics of the airplane, such as landing gear, flaps, etc. Empty weight. The actual weight used as a basis for determining operating weights. (See § 03.112.) Maximum weight. The maximum weight at which the airplane may operate in accordance with the airworthiness requirements. (See § 03.113.) Minimum weight. The minimum weight at which compliance with the airworthiness requirements is demonstrated. (See § 03.114.) Maximum design weight. The maximum weight used for the structural design of the airplane. (See § 03.210.) Minimum design weight. The minimum weight condition investigated in the structural flight load conditions, not greater than the minimum weight specified in § 03.114, Minimum Weight. (See § 03.210.) Design landing weight. The weight used in the structural investigation of the airplane for normal landing conditions. Under the provisions of § 03.240, this weight may be equal to or less than the maximum design weight. (See § 03.240.) Unit weights for design purposes: Lubricating oil.. § 03.072 Power. 6 lbs. per U. S. gallon. 7.5 lbs. per U. S. gallon. 170 lbs. per person. One horsepower. 33,000 ft./lbs. per minute. Take-off power. The take-off rating of the engine established in accordance with Part 13, "Aircraft Engine Airworthiness." Maximum continuous power. The maximum continuous rating of the engine estab computed stalling speed at design landing weight V. design maneuvering speed. (See § 03.2110.) § 03.074 Structural terms. Structure. Those portions of the airplane the failure of which would seriously endanger the safety of the airplane. en Design wing area, S. The area closed by the wing outline (including ailerons, and flaps in the retracted position, but ignoring fillets and fairings) on a surface containing the wing chords. The outline is assumed to extend through the nacelles and fuselage to the plane of symmetry. Aerodynamic coefficients, CL, CN, CM, etc., used herein, are non-dimensional coefficients for the forces and moments acting on an airfoil, and correspond to those adopted by the U. S. National Advisory Committee for Aeronautics. CL airfoil lift coefficient CN airfoil normal force coefficient (normal to wing chord line) CNA airplane normal force coefficient (based on lift of complete airplane and design wing area) Cм pitching moment coefficient Loads Limit load. The maximum load anticipated in service. (See § 03.200.) Ultimate load. The maximum load which a part of structure must be capable of supporting. (See § 03.202.) Factor of safety. The factor by which the limit load must be multiplied to establish the ultimate load. (See § 03.201.) Load factor or acceleration factor, n. The ratio of the force acting on a mass to the weight of the mass. When the force in question represents the net external load acting on the airplane in a given direction, n repre § 03.100 Policy re proof of compliance. Compliance with the requirements specified in § 03.1 governing functional characteristics shall be demonstrated by suitable flight or other tests conducted upon an airplane of the type, or by calculations based upon the test data referred to above; Provided, That the results so obtained are substantially equal in accuracy to the results of direct testing. Compliance with each requirement must be provided at the critical combination of airplane weight and center of gravity position within the range of either for which certification is desired. Such compliance must be demonstrated by systematic investigation of all probable weight and center of gravity combinations or must be reasonably inferable from such as are investigated. § 03.101 The applicant shall provide a person holding an appropriate pilot certificate to make the flight tests, but a designated representative of the Administrator may pilot the airplane in so far as that may be necessary for the determination of compliance with the airworthiness requirements. § 03.102 Official type tests will be discontinued until corrective measures have been taken by the applicant when either: (1) The applicant's test pilot is unable or unwilling to conduct any of the required flight tests; or, (2) Items of non-compliance with requirements are found which may render additional test data meaningless or are. of such nature as to make further testing unduly hazardous. § 03.103 Adequate provisions shall be made for emergency egress and use of parachutes by members of the crew during the flight tests. § 03.104 The applicant shall submit to the representative of the Administrator a report covering all computations and tests required in connection with calibration of instruments used for test purposes and correction of test results to standard atmospheric conditions. The representative of the Administrator will conduct any flight tests which he finds to be necessary in order to check the calibration and correction report. § 03.11 Weight and balance. There shall be established, as a part of the type inspection, ranges of weight and center of gravity within which the airplane may be safely operated. When low fuel adversely affects balance or stability, the airplane shall be so tested as to simulate the condition existing when the amount of usable fuel on board does not exceed one gallon for every 12 maximum continuous horsepower of the engine or engines installed. § 03.110 Use of ballast. Removable ballast may be used to enable airplanes to comply with the flight requirements in accordance with the following provisions: § 03.1100 The place or places for carrying ballast shall be properly designed, installed, and plainly marked as specified in § 03.6120. § 03.1101 The airplane Approved Operating Limitations shall include instructions regarding the proper disposition of the removable ballast under all loading conditions for which such ballast is necessary, as specified in § 03.61. § 03.112 Empty weight. The empty weight and corresponding center of gravity location shall include all fixed ballast, the unusable fuel supply (see § 03.4221), undrainable oil, full engine coolant, and hydraulic fluid. The weight and location of items of equipment installed when the airplane is weighed shall be noted in the Approved Operating Limitations. § 03.113 Maximum weight. The maximum weight shall not exceed any of the following: (a) The weight selected by the applicant, (b) The design weight for which the structure has been proven, (c) The maximum weight at which compliance with all of the requirements specified is demonstrated, and shall not be less than the sum of the weights of the following: (1) The empty weight as defined by § 03.112, (2) One gallon of usable fuel (see § 03.4221) for every 7 maximum contin uous horsepower for which the airplane is certificated, (3) The full oil capacity, (4) 170 lbs. in all seats (normal category) or 190 lbs. in all seats (utility and acrobatic category) unless placarded otherwise. § 03.114 Minimum weight. The minimum weight shall not exceed the sum of the weights of the following: (a) The empty weight as defined by § 03.112, (b) The minimum crew necessary to operate the airplane (170 lbs. for each crew member), (c) One gallon of usable fuel (see § 03.4221) for every 12 maximum continuous horsepower for which the airplane is certificated, (d) Either one gallon of oil for each 25 gallons of fuel specified in (c) or one gallon of oil for each 75 maximum continuous horsepower for which the airplane is certificated, whichever is greater. § 03.115 Center of gravity position. If the center of gravity position under any possible loading condition between the maximum weight as specified in § 03.113 and the minimum weight as specified in § 03.114 lies beyond (1) the extremes selected by the applicant, or (2) the extremes for which the structure has been proven, or (3) the extremes for which compliance with all functional requirements were demonstrated, loading instructions shall be provided in the Approved Operating Limitations as specified in § 03.62. § 03.12 Performance. The following items of performance shall be determined and the airplane shall comply with the corresponding requirements in the standard atmosphere and still air. § 03.121 Definition of stalling speeds. (a) V so denotes the true indicated stalling speed, if obtainable, or the minimum steady flight speed at which the airplane is controllable, in miles per hour, with: (1) Engines idling, throttles closed (or not more than sufficient power for zero thrust), (2) propellers in position normally used for take-off, (3) landing gear extended, (4) wing flaps in the landing position, (5) cowl flaps closed, (6) center of gravity in the most unfavorable position within the allowable landing range, (7) the weight of the airplane equal to the weight in connection with which Vso is being used as a factor to determine a required performance. (b) Vs denotes the true indicated stalling speed, if obtainable, otherwise the calculated value in miles per hour, with: (1) Engines idling, throttles closed (or not more than sufficient power for zero thrust), (2) propellers in position normally used for take-off, the airplane in all other respects (flaps, landing gear, etc.) in the particular condition existing in the particular test in connection with which Vs, is being used, (3) the weight of the airplane equal to the weight in connection with which Vs1 is being used as a factor to determine a required performance. These speeds shall be determined by flight tests using the procedure outlined in § 03.134 (a) and (b). § 03.1210 Stalling speed. Vso at maximum weight shall not exceed 70 mph for (1) single-engine airplanes and (2) multi-engine airplanes with a maximum weight of not greater than 6,000 lbs. and which do not comply with the climb requirement of § 03.123 (b). § 03.122 Take-off. The distance required to take off and climb over a 50 ft. obstacle shall be determined under the following conditions: (a) Most unfavorable combination of weight and center of gravity location, (b) Engines operating within the approved limitations, (c) Cowl flaps in the position normally used for take-off. Upon obtaining a height of 50 ft. above the level take-off surface, the airplane shall have attained a speed of not less than 1.3 Vsi unless a lower speed of not less than Vx plus 5 can be shown to be safe under all conditions, including turbulence and complete engine failure. The distance so obtained, the type of surface from which made, and the pertinent information with respect to the cowl flap position, the use of flight path control devices and landing gear retraction system shall be entered in the Approved The take-off Operating Limitations. shall be made in such a manner that its reproduction shall not require an exceptional degree of skill on the part of the pilot or exceptionally favorable conditions. § 03.123 Climb-(a) Normal climb condition. The steady rate of climb at sea level shall be at least 300 feet per minute, and the steady angle of climb at least 1:12 for landplanes or 1:15 for seaplanes with: (1) not more than maximum continuous power on all engines, (2) landing gear fully retracted, (3) wing flaps in take-off position, (4) cowl flaps in the position used in cooling tests specified in § 03.44. a (b) Except as stated in § 03.1210, all multi-engine airplanes shall have steady rate of climb of at least 0.02 Vso2 in feet per minute at an altitude of 5,000 feet with the critical engine inoperative and: (1) The remaining engines operating at not more than maximum continuous power, (2) the inoperative propeller in the minimum drag position, (3) landing gear retracted, (4) wing flaps in the most favorable position, (5) cowl flaps in the position used in cooling tests specified in § 03.44. The (c) Balked landing conditions. steady angle of climb at sea level shall be at least 1:30 with: (1) Take-off power on all engines, (2) landing gear extended, (3) wing flaps in landing position. If rapid retraction is possible with safety without loss of altitude and without requiring sudden changes of angle of attack or exceptional skill on the part of the pilot, wing flaps may be retracted. § 03.124 Landing. The horizontal distance required to land and to come to a complete stop (to a speed of approximately 3 m. p. h. for seaplanes or float planes) from a point at a height of 50 ft. above the landing surface shall be determined as follows: (a) Immediately prior to reaching the 50 ft. altitude, a steady gliding approach shall have been maintained, with a true indicated airspeed of at least 1.3 VSO. (b) The landing shall be made in such a manner that there is no excessive vertical acceleration, no tendency to bounce, nose over, ground loop, porpoise or water loop, and in such a manner that its reproduction shall not require any exceptional degree of skill on the part of the pilot or exceptionally favorable conditions. The distance so obtained, the type of landing surface on which made and the pertinent information with respect to cowl flap position, and the use of flight path control devices shall be entered in the Approved Operating Limitations. § 03.13 Flight characteristics. The airplane shall meet the following requirements at all normally expected operating altitudes under all critical loading conditions within the range of center of gravity and, except as otherwise specified, at the maximum weight for which certification is sought, and there shall be no flight or operating characteristic which the Administrator finds will make the airplane unairworthy. § 03.131 Controllability. The airplane shall be satisfactorily controllable and maneuverable during take-off, climb, level flight, dive, and landing with or without power. It shall be possible to make a smooth transition from one flight condition to another, including turns and slips, without requiring an exceptional degree of skill, alertness, or strength on the part of the pilot and without danger of exceeding the limit load factor under all conditions of operation probable for the type, including for multi-engine airplanes those conditions normally encountered in the event of sudden failure of any engine. Compliance with "strength of pilots" limits need not be demonstrated by quantitative tests unless the Administrator finds the condition to be marginal. In the latter case they shall not exceed maximum values found by the Administrator to be appropriate for the type but in no case shall they exceed the following limits: § 03.13101 During each of the controllability demonstrations outlined below, it shall not require a change in the trim control or the exertion of more control force than can be readily applied with one hand for a short period. Each maneuver shall be performed with the landing gear extended. (a) (1) With power off, flaps retracted, and the airplane trimmed at 1.4 V1, the flaps are to be extended as rapidly as possible while maintaining the airspeed at approximately 40% above the instantaneous value of the stalling speed. (2) Repeat (a) (1) except start with flaps extended and the airplane trimmed at 1.4 V1, then retract the flaps as rapidly as possible. (3) Repeat (a) (2) except using maximum continuous power. (b) (1) With power off, the flaps retracted, and the airplane trimmed at 1.4 V1, apply take-off power quickly while maintaining the same airspeed. (2) Repeat (b) (1) except with the flaps extended. (c) With power off, flaps extended, and the airplane trimmed at 1.4 Vs, obtain and maintain airspeeds within the range of 1.1 Vs1 to 1.7 Vs, or V1, whichever is the lesser. § 03.13102 It shall be possible without the use of exceptional piloting skill to maintain essentially level flight when flap retraction from any position is initiated during steady horizontal flight at 1.1 Vs, with simultaneous application of not more than maximum continuous power. § 03.1311 Lateral and directional control. § 03.13110 It shall be possible with multi-engine airplanes to execute 15° banked turns with or against the inoperative engine from steady climb at V, for the condition with: (a) Maximum continuous power on the operating engines, (b) rearmost center of gravity, (c) landing gear retracted and extended, (d) wing flaps in most favorable climb position, (e) maximum weight. § 03.13111 It shall be possible with multi-engine airplanes, while holding the |