weight which is used in the determination of the operating weights. (See § 3.73.)

(4) Design maximum weight. The design maximum weight is the maximum weight of the airplane at which compliance is shown with the structural loading conditions. (See § 3.181.)

(5) Design minimum weight. The design minimum weight is the minimum weight of the airplane at which compliance is shown with the structural loading conditions. (See §3.181.)

(6) Design landing weight. The design landing weight is the maximum airplane weight used in structural design for landing conditions at the maximum velocity of descent. (See § 3.242.)

(7) Design unit weight. The design unit weight is a representative weight used to show compliance with the structural design requirements:

(i) Gasoline 6 pounds per U. S. gallon. (ii) Lubricating oil 7.5 pounds per U. S. gallon.

(iii) Crew and passengers 170 pounds per person.

(d) Speeds—(1) IAS. Indicated air speed is equal to the pitot static airspeed indicator reading as installed in the airplane without correction for airspeed indicator system errors but including the sea level standard adiabatic compressible flow correction. (This latter correction is included in the calibration of the air-speed instrument dials.)

(2) CAS. Calibrated air speed is equal to the air-speed indicator reading corrected for position and instrument error. (As a result of the sea level adiabatic compressible flow correction to the air-speed instrument dial, CAS is equal to the true air speed TAS in standard atmosphere at sea level.)

(3) EAS. Equivalent air speed is equal to the air-speed indicator reading corrected for position error, instrument error, and for adiabatic compressible flow for the particular altitude. (EAS is equal to CAS at sea level in standard atmosphere.)

(4) TAS. True air speed of the airplane relative to undisturbed air. (TAS EAS (po/p)1⁄2).

(5) Vc. The design cruising speed. (See §3.184.)

(6) Va. The design diving speed. (See §3.184.)

(8) Vie. The flap extended speed is a maximum speed with wing flaps in a prescribed extended position. (See

§ 3.742.)

(9) Vn. The maximum speed obtainable in level flight with rated rpm and power.

(10) Vmc. The minimum control speed with the critical engine inoperative. (See §3.111.)

(11) Vne. The never-exceed speed. (See § 3.739.)

(12) Vno. The maximum structural cruising speed. (See § 3.740.)

(13) Vp. The design maneuvering speed. (See § 3.184.)

(14) Vst. The stalling speed computed at the design landing weight with the flaps fully extended. (See §3.190.)

(15) Vs. The stalling speed or the minimum steady flight speed with wing flaps in the landing position. (See § 3.82.)

(16) Vs. The stalling speed or the minimum steady flight speed obtained in a specified configuration. (See § 3.82.)

(17) VI. The speed for best angle of climb.

(18) Vy. The speed for best rate of climb.

(e) Structural-(1) Limit load. A limit load is the maximum load anticipated in normal conditions of operation. (See §3.171.)

(2) Ultimate load. An ultimate load is a limit load multiplied by the appropriate factor of safety. (See §3.173.)

(3) Factor of safety. The factor of safety is a design factor used to provide for the possibility of loads greater than those anticipated in normal conditions of operation and for uncertainties in design. (See §3.172.)

(4) Load factor. The load factor is the ratio of a specified load to the total weight of the airplane; the specified load may be expressed in terms of any of the following: aerodynamic forces, inertia forces, or ground or water reactions.

(5) Limit load factor. The limit load factor is the load factor corresponding with limit loads.

(6) Ultimate load factor. The ultimate load factor is the load factor corresponding with ultimate loads.

(7) Design wing area. The design wing area is the area enclosed by the wing outline (including wing flaps in the retracted position and ailerons, but ex

cluding fillets or fairings) on a surface containing the wing chords. The outline is assumed to be extended through the nacelles and fuselage to the plane of symmetry in any reasonable manner. A balancing

(8) Balancing tail load. tail load is that load necessary to place the airplane in equilibrium with zero pitch acceleration.

(9) Fitting. A fitting is a part or terminal used to join one structural member to another. (See § 3.306.)

(f) Power installation '-(1) Brake horsepower. Brake horsepower is the power delivered at the propeller shaft of the engine.

Take-off power

(2) Take-off power. is the brake horsepower developed under standard sea level conditions, under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for use in the normal take-off, and limited in use to a maximum continuous period as indicated in the approved engine specifications.

(3) Maximum continuous power. Maximum continuous power is the brake horsepower developed in standard atmosphere at a specified altitude under the maximum conditions of crankshaft rotational speed and engine manifold pressure approved for use during periods of unrestricted duration.

(4) Manifold pressure. Manifold pressure is the absolute pressure measured at the appropriate point in the induction system, usually in inches of mercury.

(5) Critical altitude. The critical altitude is the maximum altitude at which in standard atmosphere it is possible to maintain, at a specified rotational speed, a specified power or a specified manifold pressure. Unless otherwise stated, the critical altitude is the maximum altitude at which it is possible to maintain, at the maximum continuous rotational speed, one of the following:

(i) The maximum continuous power. In the case of engines for which this power rating is the same at sea level and at the rated altitude.

(ii) The maximum continuous rated nanifold pressure, in the case of engines he maximum continuous power of which

1 For engine airworthiness requirements ee Part 13 of this subchapter. For propeller irworthiness requirements see Part 14 of his subchapter.

is governed by a constant manifold pressure.

(6) Pitch setting. Pitch setting is the propeller blade setting determined by the blade angle measured in a manner, and at a radius, specified in the instruction manual for the propeller.

(7) Feathered pitch. Feathered pitch is the pitch setting, which in flight, with the engines stopped, gives approximately the minimum drag and corresponds with a windmilling torque of approximately

zero.

(8) Reverse pitch. Reverse pitch is the propeller pitch setting for any blade angle used beyond zero pitch (e. g., the negative angle used for reverse thrust).

(g) Fire protection (1) Fireproof. Fireproof material means material which will withstand heat at least as well as steel in dimensions appropriate for the purpose for which it is to be used. When applied to material and parts used to confine fires in designated fire zones, fireproof means that the material or part will perform this function under the most severe conditions of fire and duration likely to occur in such zones.

(2) Fire-resistant. When applied to sheet or structural members, fire-resistant material means a material which will withstand heat at least as well as aluminum alloy in dimensions appropriate for the purpose for which it is to be used. When applied to fluid-carrying lines, other flammable fluid system components, wiring, air ducts, fittings, and powerplant controls, this term refers to a line and fitting assembly, component, wiring, or duct, or controls which will perform the intended functions under the heat and other conditions likely to occur at the particular location.

(3) Flame-resistant. Flame-resistant material means material which will not support combustion to the point of propagating, beyond safe limits, a flame after the removal of the ignition source.

(4) Flash-resistant. Flash-resistant material means material which will not burn violently when ignited.

(5) Flammable. Flammable pertains to those fluids or gases which will ignite readily or explode.

[21 F.R. 3339, May 22, 1956, as amended by Amdt. 3-3, 23 F.R. 2589, Apr. 19, 1958; Amdt. 3-5, 24 F.R. 7066, Sept. 1, 1959]

The provisions of this section shall apply to all airplane types certificated under this part irrespective of the date of application for type certificate.

(a) Unless otherwise established by the Administrator, the airplane shall comply with the provisions of this part together with all amendments thereto effective on the date of application for type certificate, except that compliance with later effective amendments may be elected or required pursuant to paragraphs (c), (d), and (e) of this section.

(b) If the interval between the date of application for type certificate and the issuance of the corresponding type certificate exceeds three years, a new application for type certificate shall be required, except that for applications pending on May 1, 1954, such three-year period shall commence on that date. At the option of the applicant, a new application may be filed prior to the expiration of the three-year period. In either instance the applicable regulations shall be those effective on the date of the new application in accordance with paragraph (a) of this section.

(c) During the interval between filing the application and the issuance of a type certificate, the applicant may elect to show compliance with any amendment of this part which becomes effective during that interval, in which case all other amendments found by the Administrator to be directly related shall be complied with.

(d) Except as otherwise provided by the Administrator pursuant to § 1.24 of this subchapter, a change to a type certificate (see § 3.13(b)) may be accomplished, at the option of the holder of the type certificate, either in accordance with the regulations incorporated by reference in the type certificate pursuant to §3.13(c), or in accordance with subsequent amendments to such regu

lations in effect on the date of application for approval of the change, subject to the following provisions:

(1) When the applicant elects to show compliance with an amendment to the regulations in effect on the date of application for approval of a change, he shall show compliance with all amendments which the Administrator finds are directly related to the particular amendment selected by the applicant.

(2) When the change consists of a new design or a substantially complete redesign of a component, equipment installation, or system installation of the airplane, and the Administrator finds that the regulations incorporated by reference in the type certificate pursuant to §3.13 (c) do not provide complete standards with respect to such change, he shall require compliance with such provisions of the regulations in effect on the date of application for approval of the change as he finds will provide a level of safety equal to that established by the regulations incorporated by reference at the time of issuance of the type certificate.

NOTE: Examples of new or redesigned components and installations which might require compliance with regulations in effect on the date of application for approval, are: New powerplant installation which is likely to introduce additional fire or operational hazards unless additional protective measures are incorporated; the installation of an auto-pilot or a new electric power system

(e) If changes listed in subparagraphs (1) through (3) of this paragraph are made, the airplane shall be considered as a new type, in which case a new application for type certificate shall be required and the regulations together with all amendments thereto effective on the date of the new application shall be made applicable in accordance with para graphs (a), (b), (c), and (d) of thi section.

(1) A change in the number of en gines;

(2) A change to engines employing different principles of propulsion.

(3) A change in design, configuration power, or weight which the Administra tor finds is so extensive as to require substantially complete investigation o compliance with the regulations.

(Secs. 313(a), 601, 603; 72 Stat. 752, 775, 77€ 49 U.S.C. 1354 (a), 1421, 1423) [21 F.R. 3331 May 22, 1956, as amended by Amdt. 3-6, 2 F.R. 8536, Sept. 13, 1961]

The Administrator, upon the issuance of a type certificate, shall record the applicable regulations with which compliance was demonstrated. Thereafter, the Administrator shall record the applicable regulations for each change in the type certificate which is accomplished in accordance with regulations other than those recorded at the time of issuance of the type certificate. (See § 3.11.)

§3.13 Type certificate.

(a) An applicant shall be issued a type certificate when he demonstrates the eligibility of the airplane by complying with the requirements of this part in addition to the applicable requirements in Part 1 of this subchapter.

(b) The type certificate shall be deemed to include the type design (see §3.14 (b)), the operating limitations for the airplane (see § 3.737), and any other E conditions or limitations prescribed by the regulations in this subchapter.

(c) The applicable provisions of this part recorded by the Administrator in accordance with § 3.12 shall be considered as incorporated in the type certificate as though set forth in full.

(a) The applicant for a type certificate ↑ shall submit to the Administrator such descriptive data, test reports, and computations as are necessary to demonstrate that the airplane complies with the requirements of this part.

(b) The descriptive data required in paragraph (a) of this section shall be known as the type design and shall consist of such drawings and specifications as are necessary to disclose the configuration of the airplane and all the design features covered in the requirements of this part, such information on dimensions, materials, and processes as is necessary to define the structural strength of the airplane, and such other data as are necessary to permit by comparison the determination of the airworthiness of subsequent airplanes of the same type. §3.15 Inspections and tests.

Inspections and tests shall include all those found necessary by the Administrator to insure that the airplane complies with the applicable airworthiness

requirements and conforms to the following:

(a) All materials and products are in accordance with the specifications in the type design

(b) All parts of the airplane are constructed in accordance with the drawings in the type design,

(c) All manufacturing processes, construction, and assembly are as specified in the type design.

§3.16 Flight tests.

After proof of compliance with the structural requirements contained in this part and upon completion of all necessary inspections and testing on the ground, and proof of the conformity of the airplane with the type design, and upon receipt from the applicant of a report of flight tests performed by him, the following shall be conducted:

(a) Such official flight tests as the Administrator finds necessary to determine compliance with the requirements of this part.

(b) After the conclusion of flight tests specified in paragraph (a) of this section, such additional flight tests, on airplanes having a maximum certificated take-off weight of more than 6,000 pounds, as the Administrator finds necessary to ascertain whether there is reasonable assurance that the airplane, its components, and equipment are reliable and function properly. The extent of such additional flight tests shall depend upon the complexity of the airplane, the number and nature of new design features, and the record of previous tests and experience for the particular airplane type, its components, and equipment. If practicable, these flight tests shall be conducted on the same airplane used in the flight tests specified in paragraph (a) of this section.

part to determine performance, flight characteristics, power plant characteristics, etc. (e. g. §§ 3.61 through 3.780), conducted in accordance with existing procedures.

(3) Official functioning and reliability tests. That portion of the flight tests conducted in showing compliance with the regulations quoted in subparagraph (2) of this paragraph, which is under the immediate supervision of the T. C. Board, as described in this section.

(4) Supplementary experience. Other flight tests and experience with an airplane type which is taken into consideration in establishing the extent of the official portion of the tests. This supplementary experience may be obtained by the manufacturer, military services, airlines, etc.

(5) Simulated tests. Tests on the ground or in an airplane of components and equipment under conditions simulating those likely to be obtained in service, which are taken into consideration in establishing the extent of the official portion of the tests.

(b) Additional flight tests. To satisfactorily accomplish the objectives of §3.16 concerning additional flight tests and the extent thereof, the Administrator deems it necessary that:

(1) A comprehensive and systematic check be made in flight of the operation of all components to determine whether they "function properly", i. e., perform their intended function without introducing safety hazards.

(2) Sufficient testing and supplementary experience under actual, or a combination of simulated and actual, experience be obtained and evaluated to give reasonable assurance that the airplane is "reliable", i. e., should continue to function properly in service.

NOTE: In order to obtain wider experience, manufacturers should be encouraged to cooperate with airlines or other responsible operators in operating experimental airplanes of the same type under service conditions.

(3) Appropriate corrective action be taken when the need therefor is determined under subparagraph (1) or (2) of this paragraph.

NOTE: The FAA should be concerned only to the extent that the airplane can be oper

ated safely under suitable inspection and maintenance procedures, but should not be concerned with maintenance costs.

(c) Test program. The Type Certification Board for each project should decide upon a proposed official test program at the time of the Preflight meeting of the Board (prior to the routine CAR flight tests) and coordinate this with the airplane manufacturer. At the conclusion of the routine CAR tests, the T. C. Board should meet again to review the experience gained in those tests, changes made in the design, and any additional supplementary experience, and to revise the proposed program accordingly.

(d) Planning and execution of test program. The following points should be considered:

(1) The test program should be sufficiently well planned to enable its execution in an efficient manner without overlooking important items.a The T. C. Board should review the design features and equipment with respect to the general objectives, and prepare a list showing:

(i) Components and system' to be checked in subparagraph (4) of this paragraph,

(ii) A brief description of the operations to be performed, where these are not obvious (referencing any necessary operating instructions),

(iii) Special checks or likely critical conditions,

(iv) Estimated flight time required.

(2) Allowance may be made for the functional tests already required by the routine CAR tests. Allowance may also be made for simulated testing of new features and equipment; however, the flight test program will be planned to determine the adequacy of the simulated tests (e. g. to determine whether the actual environmental conditions of tem