approved upon the basis and in the manner provided in Part 514 of this title. [Supp. 5, 16 F. R. 672, Jan. 25, 1951] § 6.18-2 Manufacturer (FAA interpretation which applies to § 6.18(b)).

(a) For the purpose of accepting a statement of conformance for a Technical Standard Order product, the word "manufacturer" is interpreted to mean a person who fabricates, or both fabricates and assembles, a product by cutting, drilling, bolting, riveting, glueing, soldering, sewing, or other fabrication and assembly techniques.

(b) A person is not regarded as the manufacturer solely by his engaging in the following activities:

(1) Distributing a completed product fabricated or fabricated and assembled by another person.

(2) Cleaning and reassembling products, repairing products, or replacing components or parts in products.

[Supp. 17, 23 F. R. 10326, Dec. 25, 1958]

§ 6.18-3 Approval of products under the type certificate or modification procedures (FAA policies which apply to § 6.18).

A material, part, process, or appliance (called "product" in this section) may be approved as a part of the airplane type design under a type certificate or a supplemental type certificate in accordance with the procedures provided in this section.

EXPLANATORY NOTE: Products previously approved by the CAA by means of letters of approval, Repair and Alteration Form ACA-337, or listing on CAA Product and Process Specifications will continue to be eligible for installation in aircraft unless the eligibility is restricted by applicable regulations or airworthiness directives issued under § 1.24 of this subchapter.

(a) Policies controlling where there is an applicable Technical Standard Order. If a Technical Standard Order covering the product is in effect, the applicant for approval should submit type design data showing that the product meets the performance standards of the Technical Standard Order. Deviations from such performance standards may be allowed to the extent that the applicant for the type certificate or the supplemental type certificate substantiates that certain provisions of the Technical Standard Order are not required for the product as installed in the airplane.

(b) Policies controlling in the absence of an applicable Standard Technical Order. Where no TSO covering the product exists, the applicant for approval should submit type design data showing compliance with all the requirements of this part which are applicable to the product. Any deviation from standards prescribed in this part may be allowed only in accordance with § 6.10.

(c) Methods of identifying products approved under this section. (1) Products approved as a part of the airplane type design under a type certificate should be identified by an airplane part number on the approved drawing list.

(2) Products approved as a part of the airplane type design under a supplemental type certificate should be identified by a part or drawing number on such certificate.

(3) Each TSO product that is approved as a part of the airplane should have the TSO identification removed and be identified as set forth in subparagraph (1) or (2) of this paragraph, whichever is applicable.

[Supp. 17, 23 F. R. 10326, Dec. 25, 1958] § 6.19 Changes in type design.

(For requirements with regard to changes in type design and the designation of applicable regulations therefor, see § 6.11 (d) and (e), and Part 1 of this subchapter.)

Subpart B-Flight

GENERAL

§ 6.100 Proof of compliance.

(a) Compliance with the requirements prescribed in this subpart shall be established by flight or other tests conducted upon a rotorcraft of the type for which a certificate of airworthiness is sought or by calculations based on such tests, provided that the results obtained by calculations are equivalent in accuracy to the results of direct testing.

(b) Compliance with each requirement shall be established at all appropriate combinations of rotorcraft weight and center of gravity position within the range of loading conditions for which certification is sought by systematic investigation of all these combinations, except where compliance can be inferred reasonably from those combinations which are investigated.

(c) The controllability, stability, and trim of the rotorcraft shall be established

at all altitudes up to the maximum anticipated operating altitude.

(d) The applicant shall provide a person holding an appropriate pilot certificate to make the flight tests, but a designated representative of the Administrator shall pilot the rotorcraft when it is found necessary for the determination of compliance with the airworthiness requirements.

(e) Official type tests shall 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) It is found that requirements which have not been met are so substantial as to render additional test data meaningless or are of such a nature as to make further testing unduly hazard

ous.

(f) Adequate provision shall be made for emergency egress and for the use of parachutes by members of the crew during the flight tests.

(g) The applicant shall submit to the authorized 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 Administrator's representative shall conduct any flight tests which he finds necessary to check the calibration and correction report.

§ 6.101 Weight limitations.

The maximum and minimum weights at which the rotorcraft will be suitable for operation shall be established as follows:

(a) Maximum weights shall not exceed any of the following:

(1) The weight selected by the applicant;

(2) The design weight for which the structure has been proven; or

(3) The maximum weight at which compliance with all of the applicable flight requirements has been demonstrated.

(b) The maximum weight shall not be less than the sum of the weights of the following:

(1) The empty weight in accordance with § 6.104;

(2) Usable fuel appropriate to the operation contemplated with full payload;

(3) The full oil capacity; and

(4) 170 pounds in all seats, except that when the maximum permissible weight to be carried in a seat is less than 170 pounds it shall be acceptable to use this lesser weight. (See § 6.738 (a).)

(c) Minimum weights shall not be less than any of the following:

(1) The minimum weight selected by the applicant;

(2) The design minimum weight for which the structure has been proven; or

(3) The minimum weight at which compliance with all of the applicable flight requirements has been demonstrated.

(d) The minimum weight shall not exceed the sum of the weights of the following:

(1) The empty weight in accordance with § 6.104;

(2) The minimum crew necessary to operate the rotorcraft, assuming for each crew member the lowest of the following: (i) 170 pounds,

(ii) Weight selected by the applicant, and

(iii) Weight included in the loading instructions (see §§ 6.102 (b) and 6.738 (a)); and

(3) Oil in the quantity determined in accordance with the provisions of § 6.440 (b).

§ 6.102 Center of gravity limitations.

(a) Center of gravity limits shall be established as the most forward position permissible for each weight established in accordance with § 6.101 and the most aft position permissible for each of such weights. Such limits of the center of gravity range shall not exceed any of the following:

(1) The extremes selected by the applicant,

(2) The extremes for which the structure has been proven,

(3) The extremes at which compliance with all of the applicable flight requirements has been demonstrated.

(b) Loading instructions shall be provided if the center of gravity position under any possible loading condition between the maximum and minimum weights as specified in § 6.101, with as

§ 6.103 Rotor limitations and pitch settings.

(a) Power-on. A range of power-on operating speeds for the main rotor(s) shall be established which will provide adequate margin to accommodate the variation of rotor rpm attendant to all maneuvers appropriate to the rotorcraft type and consistent with the type of synchronizer or governor used, if any (see §§ 6.713(b) (2) and 6.714(b)). A means shall be provided to prevent rotational speeds substantially less than the approved minimum rotor rpm in any flight condition with pitch control of the main rotor(s) in the high-pitch position, and with the engine(s) operating within the approved limitations. shall be acceptable for such means to allow the use of higher pitch in an emergency, provided that the means incorporate provisions to prevent inadvertent transition from the normal operating range to the higher pitch angles.

It

(b) Power-off. A range of power-off operating rotor speeds shall be established which will permit execution of all autorotative flight maneuvers appropriate to the rotorcraft type throughout the range of air speeds and weights for which certification is sought (see § 6.713 (a) and (b) (1)). A rotor blade low-pitch limiting device shall be positioned to provide rotational speeds within the approved rotor speed range in any autorotative flight condition under the most adverse combinations of weight and air speed with the rotor pitch control in the full low-pitch position.

§ 6.104 Empty weight.

(a) The empty weight, and the corresponding center of gravity position, shall be determined by weighing the rotorcraft. This weight shall exclude the weight of the crew and payload, but shall include the weight of all fixed ballast, unusable fuel supply (see § 6.421),

The take-off shall be demonstrated at maximum certificated weight, forward center of gravity, and using take-off power at take-off rpm and made in a manner such that a landing can be made safely at any point along the flight path in case of an engine failure and shall not require an exceptional degree of skill on the part of the pilot or exceptionally favorable conditions. Pertinent information concerning the take-off procedure, including the type of take-off surface and appropriate climb-out air speeds, shall be specified in the operating procedures section of the Rotorcraft Fight Manual. (See §§ 6.116, 6.740, 6.742, and 6.743.)

[21 F.R. 10291, Dec. 22, 1956, as amended by Amdt. 6-4, 24 F.R. 7073, Sept. 1, 1959] § 6.112

Climb.

(a) For all rotorcraft, except helicopters, the steady rate of climb at the best rate-of-climb speed with maximum continuous power and landing gear retracted shall be determined over the range of weights, altitudes, and temperatures for which certification is sought (see § 6.740). This rate of climb shall provide a steady angle of climb under standard sea level conditions of not less than 1:6.

(a) Hovering ceilings for helicopters shall be determined over the range of weights altitudes, and temperatures for which certification is sought with takeoff power and landing gear extended in the ground effect at a height above the ground consistent with normal take-off procedures.

(b) At maximum weight, under standard atmospheric conditions, and under conditions prescribed in paragraph (a) of this section, the hovering ceiling for helicopters shall not be less than 4,000 feet.

(c) For rotorcraft other than helicopters, the steady rate of climb at the minimum operating speed appropriate to the type with take-off power and landing gear extended shall be determined over the range of weights, altitudes, and temperatures for which certification is sought.

§ 6.114 Autorotative or one-engineinoperative landing.

Landings shall be demonstrated in accordance with the provisions of paragraphs (a) through (d) of this section. Pertinent information concerning the landing procedure, including the type of landing surface and appropriate approach and glide air speeds, shall be specified in the operating procedures section of the Rotorcraft Flight Manual. (See § 6.740 and 6.742.)

(a) The approach speed or speeds in the glide shall be appropriate to the type of rotorcraft and shall be chosen by the applicant.

(b) The approach and landing shall be made with power off for single-engine rotorcraft, and with one engine inoperative for multiengine rotorcraft.

(c) The approach and landing shall be entered from steady autorotation and shall be made in such a manner that its

reproduction would not require an exceptional degree of skill on the part of the pilot or exceptionally favorable conditions.

(d) During the landing there shall be no excessive vertical acceleration and no tendency to bounce, nose over, ground loop, porpoise, or water loop.

§ 6.114-1 Autorotative or one-engineinoperative landing for helicopters with float installations (FAA policies which apply to § 6.114).

1

(a) Helicopters equipped with float installations should comply with the following:

(1) Landings should be conducted on water at wave heights selected by the applicant to show compliance with §§ 6.114 and 6.715.

(2) When approval is requested under the air carrier operating regulations (see §§ 46.70, 46.71, and 46.206 of this chapter) for operations involving takeoff or landing over water with helicopters certificated under this part, compliance should be shown with subparagraph (1) of this paragraph.

(3) For approval of night operations, landings from cruising altitude should be conducted in accordance with subparagraph (1) or (2) of this paragraph.

(4) Pertinent information concerning the operating procedures investigated and the surface conditions prevailing during these landings should be included in the operating procedure section of the Rotorcraft Flight Manual.

(Sec. 313(a) of Federal Aviation Act of August 23, 1958, 72 Stat. 731 (Pub. Law 85–726). [Supp. 18, 24 F.R. 965, Feb. 10, 1959]

§ 6.115 Power-off landings for multiengine rotorcraft.

For all multiengine rotorcraft it shall be possible to make a safe landing following complete failure of all power during normal operating conditions. § 6.116 Limiting height and speeds for safe landing following power failure. If a range of heights exists at any speed, including zero, within which it is not possible to make a safe landing following power failure, the range of heights and its variation with forward speed shall be established together with

1 Salvage float gear" constitutes means to keep the helicopter afloat for salvage purposes only and is not to be regarded as a float installation.

(a) The rotorcraft shall comply with the requirements prescribed in §§ 6.120 through 6.123 at all normally expected operating altitudes, under all critical loading conditions within the range of weight and center of gravity, and for all speeds, power, and rotor rpm conditions for which certification is sought.

(b) It shall be possible to maintain a flight condition and to make a smooth transition from one flight condition to another 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 those conditions normally encountered in the event of sudden powerplant failure.

(c) For night or instrument certification the rotorcraft shall have such additional flight characteristics as the Administrator finds are required for safe operation under those conditions. § 6.121

Controllability.

(a) The rotorcraft shall be safely controllable and maneuvering during steady flight and during the execution of any maneuver appropriate to the type of rotorcraft, including take-off, climb, level flight, turn, glide, and power-on or power-off landings.

(b) The margin of longitudinal and lateral cyclic control shall allow satisfactory pitching and rolling control at VNE (see § 6.711) with:

(1) Maximum weight,

(2) Critical center of gravity,

(3) Power on and power off, and (4) Critical rotor rpm.

(c) Compliance with paragraph (b) of this section shall include a demonstration with a power failure at VH or VNE Whichever is less.

(d) There shall be established a wind velocity in which the rotorcraft can be operated without loss of control on or near the ground at the critical weight and center of gravity and the critical rotor rpm in any maneuver appropriate to the type of rotorcraft; e. g. cross-wind take-offs, sideward or rearward flight. This wind velocity shall not be less than 20 mph.

(e) Controllability after power failure shall be demonstrated over the range of air speeds and altitudes for which certification is sought, starting with maximum continuous power at critical weight. In taking corrective action, the time delay for all flight conditions shall be based on the normal pilot reaction time, except that for the cruise condition the time delay shall not be less than one second.

[21 F.R. 10291, Dec. 22, 1956, as amended by Amdt. 6-4, 24 FR. 7073, Sept. 1, 1959] § 6.122 Trim.

It shall be possible in steady level flight at any speed appropriate to the type of rotorcraft to trim the steady longitudinal and lateral control forces to zero. The trim device shall not introduce any undesirable discontinuities in the force gradients.

§ 6.123 Stability.

(a) General. It shall be possible to fly the rotorcraft in normal maneuvers, including a minimum of three take-offs and landings, for a continuous period of time appropriate to the operational use of the particular type of rotorcraft without the pilot experiencing undue fatigue or strain. In addition, the rotorcraft shall comply with the requirements of paragraph (b) of this section.

(b) Static longitudinal stability. In the following configurations the characteristics of the longitudinal cyclic control shall be such that, with constant throttle and collective pitch settings, a rearward displacement of longitudinal control shall be necessary to obtain speeds below the specified trim speed, and a forward displacement shall be neccessary to obtain speeds above the specified trim speed for the ranges of altitude and rotor rpm for which certification is sought.

(1) Climb. At all speeds from 0.85Vy to 1.2Vy with:

(i) Critical weight and center of gravity,