to accurately determine the readings at the placard VD, Vtaw, Vss and V1. Loading conditions.-The loading conditions used in flight tests should be such as to cover a normally expected range of loads and CG positions, and will be those for which the glider will be certified. Compliance Suggestion TEST CONDITIONS a. In flight testing two-place gliders, the weight of the passenger and equipment should be simulated by ballast such that the normal loading conditions are represented as closely as possible. b. In cases where the pilot is too heavy to make flight tests at extreme aft CG positions, such as might be encountered in a singleplace ship with a light pilot, dumpable ballast may be added to the tail, provided the allowable gross weight is not exceeded. Since this procedure may cause the glider to enter a flat spin, extreme caution should be observed. c. Tests will be considered unsatisfactory if tail heaviness or unfavorable spinning characteristics are evident. Tests should include CG positions resulting from the following loading conditions: 1. Single-place gliders.-Pilot weight 100 lbs., all equipment in rearmost position. 2. Two-place gliders.—100-lb. person in front seat, 220-lb. person in rear seat and all equipment in rearmost position. (It is assumed that the rear seat is aft of the cg.) 3. Two-place side-by-side gliders.-Same as 1, except that the CG position should be satisfactory with a 100-lb. pilot and a 100-lb. passenger without the use of removable ballast. If the above conditions cannot be met, the glider should be placarded to prevent an unfavorable combination of pilot and passenger weights. Ballast.-Ballast may be used to comply with performance recommendations for longitudinal stability and balance provided that the place for carrying such ballast is properly designed for the weights involved and adequate means are provided for securing the ballast and for informing operating personnel of its proper use. In cases where ballast is permanently installed, it should be plainly marked, "Do Not Remove." Compliance Suggestion USE OF WEIGHTS Use of weights for balancing is not recommended except in the case of two-place gliders when the absence of a passenger will cause the CG to fall outside the certified limits. In such cases a standard weight or set of weights should be supplied with the glider. A standard means of installation of these weights should be provided and plainly marked. Maximum airspeed. The flight tests should include steady flight at the design dive speed (VD) for which compliance with the structural loading requirement has been proved, except that the speed need not exceed the value of VD specified. When high-lift devices having nonautomatic operation are employed, the tests should also include steady flight at the design flap speed V,, except that they need not involve speeds in excess of 1.67 Vs. In cases where the highlift devices are automatically operated, the tests should cover the range of speeds within which the devices are operative. Airspeed indicator calibration.-The airspeed indicator, of the glider type, should be calibrated in flight unless the instrument is satisfactorily calibrated by other means and properly located on the glider. A satisfactory method of calibration should be used. Compliance Suggestion INSTALLATION CALIBRATION In calibrating the airspeed indicator installation it is important to have available for computation purposes, the winds aloft, the pressure altitude and the free air temperature records. The above values should be used in conjunction with any of the acceptable calibration methods described in the following: a. A free flight over a measured speed course of at least one mile suitable markers of which should be easily visible to enable observations to be made from the aircraft. b. A free flight utilizing a trailing pitot-static tube bomb installation connected to a master airspeed indicator, the indications of which can be used to form a basis for comparison. OPERATION LIMITATIONS Center of gravity limitations.-The maximum variation in the location of the center of gravity for which the glider is certificated to be airworthy should be established. Suitable loading charts or schedules should be provided when necessary to assure that the glider is always properly loaded. Towing limitations. Gliders not aircraft towed during official flight tests should not be aircraft towed in service. A suitable placard should be provided to so inform operating personnel. Ꭰ Airspeed limitations.-The maximum certified airspeed (VNE) shall be limited to .90 V, unless dive brakes are installed which will limit the terminal velocity of the glider to the VNE speed selected by the designer in which case VNE shall not exceed .95VD. The maximum certified auto-winch tow speed should be limited to a value of at least 5 m.p.h. less than either the design automobile-winch tow speed (Var) or the maximum value attained in the official flight tests, whichever is lower. The maximum certified aircraft tow speed should be limited 657822 - 62 10 to a value of at least 10 percent less than either the design dive speed (VD) or the maximum speed attained in the official flight tests, whichever is lower. The maximum certified speed for the operation of high lift devices should be limited to 5 m.p.h. less than either the design flap speed (V) or the maximum value attained in the official flight tests, whichever is lower. Means should be provided to affect such limitations or suitable placards should be used to inform the operating personnel thereof. Equipment limitations.-Gliders which are not equipped as specified in Chap. 4 should not be used for any type of operation other than visual-contact day flying. A suitable placard should be provided to inform the operating personnel of these limitations. Chapter 6-GLIDERS WITH POWER FOR SELF-LAUNCHING The requirements of this chapter are applicable to gliders with power for self-launching, based upon the premise that power is intended to be used for takeoff, climb and intermittent use thereafter. Flight requirements.-The applicable flight and operational limitation requirements of either CAR 3, Acrobatic Category, or the flight and operational limitation recommendations contained herein are acceptable, provided that a glider with power for self-launching should meet the additional following conditions at the most critical loading and include the following information: a. Power-off condition.—It should be demonstrated that the glider has a rate of sink not in excess of 5 ft./sec. b. Power-on condition.-It should be demonstrated that the glider has with take-off power at sea level; (1) a rate of climb not less than 200 ft./min., and (2) an angle of climb of at least 1:17. c. Airspeed and other information.—A placard or other suitable marking should be permanently affixed in easy view of the pilot which contains the following information: 1. Best airspeed-m.p.h. for climb (speed at which the best rate of climb was determined). 2. Best airspeed-m.p.h. for obstacle clearance (speed at which the best angle of climb was determined). 3. Best airspeed—m.p.h. for minimum sinks (speed at which the minimum rate of sink was determined with full load). 4. Fuel consumption at m.c.p. — gal./hr. Structural requirement. The applicable structural requirements of either CAR 3, Acrobatic Category or the structural recommendations in the handbook are acceptable. Powerplant requirements.-The following requirements are applicable to all gliders having a powerplant for self-launching: Scope and general design. The powerplant installation should be considered to include all components of the powered glider that are necessary for propulsion. It should also be considered to include all components which affect their safety of operation between normal inspections or overhaul periods. a. Reciprocating engine installations should comply with the provisions of this subpart and such other requirements as may be deemed necessary by the Federal Aviation Agency. b. All components of the powerplant installation should be constructed, arranged and installed in a manner which will assure their continued safe operation between normal inspections or overhaul periods. c. Accessibility should be provided to permit such inspection and maintenance as is necessary to assure continued airworthiness. d. Electrical interconnections should be provided to prevent the existence of differences of potential between major components of the powerplant installation and other major portions of the glider which are electrically conductive. ENGINES AND PROPELLERS Engines. All engines, including all essential accessories, should be subjected to the block tests and inspections prescribed in the following subparagraphs. a. Calibration test.-The engine should be subjected to such calibration tests as are necessary to establish its power characteristics and the conditions for the endurance test specified in the following subparagraphs. The results of the power characteristics calibration tests should constitute the basis for establishing the characteristics of the engine over its entire operating range of crankshaft rotational speeds, manifold pressures, fuel/air mixture settings and altitude. Power ratings should be based upon standard atmospheric conditions. b. Detonation test.-A test should be conducted to establish that the engine can function without detonation throughout its range of intended conditions of operation, using the lowest grade of fuel specified c. Endurance test.-The endurance test of an engine with a representative propeller should include a total of 50 hours of operation and shall consist of the following: The runs should be performed in such periods and order as are found appropriate by the Federal Aviation Agency for the specific engine. During the endurance test the engine power and crankshaft rotational speed shall be controlled within ±3 percent of the specified values. 1. A one-hour run should be conducted, consisting of alternate periods of five (5) minutes at take-off power and speed and 25 minutes at maximum continuous power and speed. 2. At the end of the one-hour period, the engine will be stopped and cooled for a (30) thirty-minute period. 3. The procedures outlined in sections (1) and (2) above will be alternately continued until the engine has accumulated a total of fifty (50) operating hours. Propellers.-Propellers installed in certificated powered gliders should be a type which will properly restrain the engine to a speed not |