European Aviation Safety Agency

Certification Specifications
for
Very Light Aeroplanes

CS-VLA

Amendment 1
5 March 2009

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 CONTENTS (Layout)

CSVLA

VERY LIGHT AEROPLANES

BOOK 1 AIRWORTHINESS CODE

SUBPART A GENERAL
SUBPART B FLIGHT
SUBPART C STRUCTURE
SUBPART D DESIGN AND CONSTRUCTION
SUBPART E POWERPLANT
SUBPART F EQUIPMENT
SUBPART G OPERATING LIMITATIONS AND INFORMATION
APPENDICES: A, B, C and F

BOOK 2 ACCEPTABLE MEANS OF COMPLIANCE (AMC):

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 BOOK 1 CS-VLA

EASA Certification Specifications

for
Very Light Aeroplanes

CS-VLA
Book 1
Airworthiness code

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 CS-VLA

PREAMBLE

CS-VLA Amendment 1 Effective: 05/03/2009

The following is a list of paragraphs affected by this amendment.

Book 1
Subpart D
CS-VLA.783 Amended (NPA 2008-11)
CS-VLA 807 Amended (NPA 2008-11)

Book 2
Subpart D
AMC VLA.807(a) Created (NPA 2008-11)

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 BOOK 1 CS-VLA

SUBPART A GENERAL

CS-VLA 1 Applicability
This airworthiness code is applicable to
aeroplanes with a single engine (spark- or
compression-ignition) having not more than two
seats, with a Maximum Certificated Take-off
Weight of not more than 750 kg and a stalling
speed in the landing configuration of not more
than 83 km/h (45 knots)(CAS), to be approved
for day-VFR only. (See AMC VLA 1).

CS-VLA 3 Aeroplane categories

This CS-VLA applies to aeroplanes intended
for non-aerobatic operation only. Non-aerobatic
operation includes -
(a) Any manoeuvre incident to normal
flying;
(b) Stalls (except whip stalls); and
(c) Lazy eights, chandelles, and steep turns,
in which the angle of bank is not more than 60

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 CS-VLA BOOK 1

SUBPART B FLIGHT

GENERAL
(ii) The design maximum
weight, which is the highest weight at
CS-VLA 21 Proof of compliance which compliance with each applicable
structural loading condition of this CS-
(a) Each requirement of this subpart must
VLA is shown; or
be met at each appropriate combination of
weight and centre of gravity within the range of (iii) The highest weight at which
loading conditions for which certification is compliance with each applicable flight
requested. This must be shown requirement of this CS-VLA is shown.
(1) By tests upon an aeroplane of the (2) Assuming a weight of 86 kg for
type for which certification is requested, or by each occupant of each seat, not less than the
calculations based on, and equal in accuracy weight with
to, the results of testing; and
(i) Each seat occupied, full
(2) By systematic investigation of quantity of oil, and at least enough fuel
each probable combination of weight and for one hour of operation at rated
centre of gravity, if compliance cannot be maximum continuous power; or
reasonably inferred upon combinations
(ii) One pilot, full quantity of
investigated.
oil, and fuel to full tank capacity.
(b) The following general tolerances are
(b) Minimum weight. The minimum weight
allowed during flight testing. However, greater
(the lowest weight at which compliance with
tolerances may be allowed in particular tests.
each applicable requirement of this CS-VLA is
Item Tolerance shown) must be established so that it is not more
Weight +5% ,-10% than the sum of
Critical items affected by weight +5%, -1%
(1) The empty weight determined
C.G. 7% total travel.
under CS-VLA 29;
(c) Substantiation of the data and
(2) The weight of the pilot (assumed
characteristics to be determined according to this
as 55 kg); and
subpart may not require exceptional piloting
skill, alertness or exceptionally favourable (3) The fuel necessary for one half
conditions. (See AMC VLA 21(c).) hour of operation at maximum continuous
power.
(d) Consideration must be given to
significant variations of performance and in-
flight characteristics caused by rain and the CS-VLA 29 Empty weight and
accumulation of insects. (See AMC VLA 21(d).) corresponding centre of
gravity
CS-VLA 23 Load distribution limits (a) The empty weight and corresponding
centre of gravity must be determined by
Ranges of weight and centres of gravity
within which the aeroplane may be safely weighing the aeroplane with
operated must be established and must include (1) Fixed ballast;
the range of lateral centres of gravity if possible
loading conditions can result in significant (2) Unusable fuel determined under
variation of their positions. (See AMC VLA 23.) CS-VLA 959; and
(3) Full operating fluids, including -
CS-VLA 25 Weight limits (i) Oil;
(a) Maximum weight. The maximum (ii) Hydraulic fluid; and
weight is the highest weight at which compliance
with each applicable requirement of this CS- (iii) Other fluids required for
VLA is shown. The maximum weight must be operation of aeroplane systems,
established so that it is - (b) The condition of the aeroplane at the
(1) Not more than - time of determining empty weight must be one
that is well defined and can be easily repeated.
(i) The highest weight selected
by the applicant;

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 CS-VLA BOOK 1

CS-VLA 33 Propeller speed and pitch (CAS), at which the aeroplane is controllable,
limits with the
(a) Propeller speed and pitch must be (1) Power condition set forth in
limited to values that ensure safe operation under subparagraph (c);
normal operating conditions.
(2) Propeller in the take-off position;
(b) Propellers that cannot be controlled in
(3) Landing gear extended;
flight must meet the following requirements:
(4) Wing flaps in the landing position;
(1) During take-off and initial climb at
VY, the propeller must limit the engine (5) Cowl flaps closed;
rotational speed at full throttle to a value not
(6) Centre of gravity in the most
greater than the maximum allowable take-off
unfavourable position within the allowable
rotational speed, and
range; and
(2) During a glide at VNE with throttle
(7) Maximum weight.
closed or the engine inoperative, provided this
has no detrimental effect on the engine, the (b) VS0 may not exceed 83 km/h (45 knots)
propeller must not permit the engine to (CAS).
achieve a rotational speed greater than 110%
(c) VS1 is the stalling speed, if obtainable,
of the maximum continuous speed.
or the minimum steady speed, in km/h (knots),
(c) A propeller that can be controlled in (CAS) at which the aeroplane is controllable
flight but does not have constant speed controls with
must be so designed that
(1) Engine idling, throttle closed;
(1) Sub-paragraph (b)(1) is met with
(2) Propeller in the take-off position;
the lowest possible pitch selected, and
(3) Aeroplane in the condition
(2) Sub-paragraph (b)(2) is met with
existing in the test in which VS1 is being used;
the highest possible pitch selected.
and
(d) A controllable pitch propeller with
(4) Maximum weight.
constant speed controls must comply with the
following requirements: (d) VS0 and VS1 must be determined by
flight tests, using the procedure specified in CS-
(1) With the governor in operation,
VLA 201.
there must be a means to limit the maximum
engine rotational speed to the maximum
allowable take-off speed, and CS-VLA 51 Take-off
(2) With the governor inoperative, (a) The distance required to take-off from a
there must be a means to limit the maximum dry, level, hard surface and climb over a 15
engine rotational speed to 103% of the metre obstacle must be determined and must not
maximum allowable take-off speed with the exceed 500 metres.
propeller blades at the lowest possible pitch
(b) This must be determined, in a rational
and the aeroplane stationary with no wind at
and conservative manner, with
full throttle position.
(1) The engine operating within
approved operating limitations; and
PERFORMANCE
(2) The cowl flaps in the normal take-
off position.
CS-VLA 45 General
(c) Upon reaching a height of 15 metres
Unless otherwise prescribed, the performance
requirements of this CS-VLA must be met for above the take-off surface level, the aeroplane
still air and a standard atmosphere, at sea level. must have reached a speed of not less than 1.3
(See AMC VLA 45.) VS1.
(d) The starting point for measuring take-
CS-VLA 49 Stalling speed off distance must be at rest except for seaplanes
and amphibians where it may be a point at which
(a) VS0 is the stalling speed, if obtainable, a speed of not more than 5,6 km/h (three knots)
or the minimum steady speed, in km/h (knots) is reached.

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 CS-VLA BOOK 1

CS-VLA 65 Climbs FLIGHT CHARACTERISTICS

The steady rate of climb must be at least
2m/sec with CS-VLA 141 General
(a) Not more than take-off power; The aeroplane must meet the requirements of
CS-VLA 143 to 251 at the normally expected
(b) Landing gear retracted;
operating altitudes.
(c) Wing flaps in take-off position; and
(d) Cowl flaps in the position used in the CONTROLLABILITY AND
cooling tests. MANOEUVRABILITY

CS-VLA 75 Landing CS-VLA 143 General

The horizontal distance necessary to land and (a) The aeroplane must be safely
come to a complete stop (or to a speed of controllable and manoeuvrable during
approximately 5,6 km/h (3 knots) for water
landings of seaplanes and amphibians) from a (1) Take-off;
point 15 m above the landing surface must be (2) Climb;
determined as follows:
(3) Level flight;
(a) A steady gliding approach with a
calibrated airspeed of at least 1.3 VS1 must be (4) Descent; and
maintained down to the 15 m height. (5) Landing (power on and power off)
(b) The landing must be made without with the wing flaps extended and retracted.
excessive vertical acceleration or tendency to (b) It must be possible to make a smooth
bounce, nose over, ground loop, porpoise, or transition from one flight condition to another
water loop. (including turns and slips) without danger of
(c) It must be shown that a safe transition to exceeding the limit load factor, under any
the balked landing conditions of CS-VLA 77 can probable operating condition.
be made from the conditions that exist at the 15 (c) If marginal conditions exist with regard
m height. to required pilot strength, the 'strength of pilots'
limits must be shown by quantitative tests. In no
CS-VLA 77 Balked landing case may the limits exceed those prescribed in
the following table:
For balked landings, it must be possible to
maintain -
(a) A steady angle of climb at sea level of at
least 1:30; or
(b) Level flight at an altitude of 915 m
(3 000 ft) and at a speed at which the balked
landing transition has been shown to be safe,
with
(1) Take-off power;
(2) The landing gear extended; and
(3) The wing flaps in the landing
position, except that if the flaps may be safely
retracted in two seconds or less, without loss
of altitude and without sudden changes of
angle of attack or exceptional piloting skill,
they may be retracted.

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 CS-VLA BOOK 1

(a) At a speed 9.3 km/h (5 knots) less than

the speed used in complying with CS-VLA 75
Values in daN of force Pitch Roll Yaw Flaps,
and with the aeroplane in trim or as nearly as
as applied to the Trim tabs,
possible in trim;
controls landing
gear etc (b) With neither the trimming control being
(a) For temporary moved throughout the manoeuvre nor the power
application: being increased during the landing flare; and
Stick------------------ 20 10 ------
(c) With power off.
Wheel (applied to 25 20 ------
rim)-------------------
Rudder pedal -------- ------ ------ 40 CS-VLA 155 Elevator control forces in
Other controls------- ------ ------ ------ 20 manoeuvres
(b) For prolonged
The elevator control forces during turns or
application ---------- 2 15 10
when recovering from manoeuvres must be such
that an increase in control forces is needed to
CS-VLA 145 Longitudinal Control cause an increase in load factor. It must be
shown by flight measurements that the stick
(a) It must be possible at any speed below force per g is such that the stick force to
13 VS1, to pitch the nose downwards so that a achieve the positive limit manoeuvring load
speed equal to 1-3 VS1 can be reached promptly. factor is not less than 7 daN in the clean
configuration.
(1) This must be shown with the
aeroplane in all possible configurations, with
power on at maximum continuous power and CS-VLA 157 Rate of roll
power idle, and with the aeroplane trimmed at
(a) Take-off. It must be possible, using a
13 VS1.
favourable combination of controls, to roll the
(b) It must be possible throughout the aeroplane from a steady 30 degree banked turn
appropriate flight envelope to change the through an angle of 60 degrees, so as to reverse
configuration (landing gear, wing flaps etc ...) the direction of the turn within 5 seconds from
without exceeding the pilot forces defined in CS- initiation of roll with
VLA 143(c).
(1) Flaps in the take-off position;
(c)
It must be possible to raise the nose at
(2) Landing gear retracted;
VDF at all permitted c.g. positions and engine
powers. (3) Maximum take-off power; and
(d) It must be possible to maintain steady (4) The aeroplane trimmed at 12 VS1,
straight flight and transition into climbs, or as nearly as possible in trim for straight
descents, or turning flight, without exceeding the flight.
forces defined in CS-VLA 143(c). (b) Approach. It must be possible, using
(e) It must be possible to maintain favourable combination of controls, to roll the
approximately level flight when flap retraction aeroplane from a steady 30 degree banked turn
from any position is made during steady through an angle of 60 degrees, so as to reverse
horizontal flight at 11 VS1 with simultaneous the direction of the turn within 4 seconds from
application of not more than maximum initiation of roll with -
continuous power. (1) Flaps extended;
(f) For any trim setting required under CS- (2) Landing gear extended;
VLA 161(b)(l) it must be possible to take-off,
climb, descend and land the aeroplane in (3) Engine operating at idle power and
required configurations with no adverse effect engine operating at the power for level flight;
and with acceptable control forces. and
(4) The aeroplane trimmed at 13 VS1.
CS-VLA 153 Control during landings
It must be possible, while in the landing
configuration, to safely complete a landing
following an approach to land-

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 CS-VLA BOOK 1

TRIM force is slowly released at any speed within the

speed range specified in sub-paragraph (a) of this
paragraph.
CS-VLA 161 Trim
(c) The stick force must vary with speed so
(a) Lateral and directional trim. In level
that any substantial speed change results in a
flight at 09 VH or VC (whichever is lower) the
stick force clearly perceptible to the pilot. (See
aeroplane must remain in trimmed condition
AMC VLA 173 and AMC VLA 175.)
around roll and yaw axis with respective controls
free. (VH is maximum speed in level flight with
maximum continuous power.) CS-VLA 175 Demonstration of static
longitudinal stability
(b) Longitudinal trim
Static longitudinal stability must be shown as
(1) The aeroplane must maintain
follows:
longitudinal trim in level flight at any speed
from 14 VS1 to 09 VH or VC (whichever is (a) Climb. The stick force curve must have a
lower). stable slope, at speeds between 15% above and
below the trim speed, with
(2) The aeroplane must maintain
longitudinal trim during - (1) Flaps in the climb position;
(i) A climb with maximum (2) Landing gear retracted;
continuous power at a speed VY with (3) At least 75% of maximum
landing gear and wing flaps retracted, continuous power; and
(ii) A descent with idle power at (4) The aeroplane trimmed for VY,
a speed of 13 VS1 with landing gear except that the speed need not be less' than
extended, and Wing flaps in the landing 14 VS1 or the speed used for showing
position. compliance to the powerplant cooling
requirement of CS-VLA 1041.
STABILLTY
(b) Cruise. The stick force curve must have
a stable slope with a range of 15% of the trim
CS-VLA 171 General speed, but not exceeding the range from 13 VS1
to VNE, with
The aeroplane must be longitudinally,
directionally, and laterally stable under CS-VLA (1) Flaps retracted;
173 to 181. In addition, the aeroplane must show
(2) Landing gear retracted;
suitable stability and control 'feel' (static
stability) in any condition normally encountered (3) 75% of maximum continuous
in service, if flight tests show it is necessary for power; and
safe operation.
(4) The aeroplane trimmed for level
flight.
CS-VLA 173 Static longitudinal stability
(c) Approach and landing. The stick force
Under the conditions specified in CS-VLA curve must have a stable slope at speeds
175 and with the aeroplane trimmed as indicated, throughout the range of speeds between 11 VS1
the characteristics of the elevator control forces and VFE or 18 VS1 if there is no VFE, with
and the friction within the control system must
be as follows: (1) Wing flaps in the landing position;
(a) A pull must be required to obtain and (2) Landing gear extended;
maintain speeds below the specified trim speed (3) Power idle; and
and a push required to obtain and maintain
speeds above the specified trim speed. This must (4) The aeroplane trimmed at 13 VS1.
be shown at any speed that can be obtained, (See AMC VLA 173 and AMC VLA 175.)
except that speeds requiring a control force in
excess of 18 daN, or speeds above the maximum
allowable speed or below the minimum speed for
steady unstalled flight, need not be considered.
(b) The airspeed must return to within
10% of the original trim speed when the control

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CS-VLA 177 Static directional and (1) The directional stability of the
lateral aeroplane must be shown by showing that, in
each configuration, it can be rapidly rolled
(a) Three-control aeroplanes. The stability
from a 45 bank in one direction to a 45 bank
requirements for three-control aeroplanes are as
in the opposite direction without showing
follows:
dangerous skid characteristics.
(1) The static directional stability, as
(2) The lateral stability of the
shown by the tendency to recover from a skid
aeroplane must be shown by showing that it
with the rudder free, must be positive for any
will not assume a dangerous attitude or speed
landing gear and flap position appropriate to
when the controls are abandoned for two
the take-off, climb, cruise, and approach
minutes. This must be done in moderately
configurations. This must be shown with
smooth air with the aeroplane trimmed for
power up to maximum continuous power, and
straight level flight at 0-9 VH or VC,
at speeds from 12 VS1 up to maximum
whichever is lower, with flaps and landing
allowable speed for the condition being
gear retracted, and with a rearward centre of
investigated. The angle of skid for these tests
gravity.
must be appropriate to the type of aeroplane.
At larger angles of skid up to that at which
full rudder is used or a control force limit in CS-VLA 181 Dynamic stability
CS-VLA 143 is reached, whichever occurs
(a) Any short period oscillation not
first, and at speeds from 12 VS1 to VA, the
including combined lateral-directional
rudder pedal force must not reverse.
oscillations occurring between the stalling speed
(2) The static lateral stability, as and the maximum allowable speed appropriate to
shown by the tendency to raise the low wing the configuration of the aeroplane must be
in a slip, must be positive for any landing gear 'heavily damped with the primary controls
and flap positions. This must be shown with
(1) Free; and
power up to 75% of maximum continuous
power at speeds above 12 VS1, up to the (2) In a fixed position
maximum allowable speed for the
(b) Any combined lateral-directional
configuration being investigated. The static
oscillations ('Dutch roll') occurring between the
lateral stability may not be negative at 12 VS1.
stalling speed and the maximum allowable speed
The angle of slip for these tests must be
appropriate to the configuration of the aeroplane
appropriate to the type of aeroplane, but in no
must be damped to 1/10 amplitude in 7 cycles
case may the slip angle be less than that
with the primary controls
obtainable with 10 of bank.
(1) Free; and
(3) In straight, steady slips at 12 VS1
for any landing gear and flap positions, and (2) In a fixed position.
for power conditions up to 50% of maximum
continuous power, the aileron and rudder
STALLS
control movements and forces must increase
steadily (but not necessarily in constant
proportion) as the angle of slip is increased up CS-VLA 201 Wings level stall
to the maximum appropriate to the type of
aeroplane. At larger slip angles up to the (a) For an aeroplane with independently
angle at which full rudder or aileron control is controlled roll and directional controls, it must
used or a control force limit contained in CS- be possible to produce and to correct roll by
VLA 143 is obtained, the rudder pedal force unreversed use of the rolling control and to
may not reverse. Enough bank must produce and to correct yaw by unreversed use of
accompany slipping to hold a constant the directional control, up to the time the
heading. Rapid entry into, or recovery from, a aeroplane stalls.
maximum slip may not result in (b) For an aeroplane with interconnected
uncontrollable flight characteristics. lateral and directional controls (2 controls) and
(b) Two-control (or simplified control) for an aeroplane with only one of these controls,
aeroplanes. The stability requirements for two- it must be possible to produce and correct roll by
control aeroplanes are as follows: unreversed use of the rolling control without
producing excessive yaw, up to the time the
aeroplane stalls.

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(c) The wing level stall characteristics of CS-VLA 203 Turning flight and
the aeroplane must be demonstrated in flight as accelerated stalls
follows: The aeroplane speed must be reduced
Turning flight and accelerated stalls must be
with the elevator control until the speed is demonstrated in tests as follows:
slightly above the stalling speed, then the
elevator control must be pulled back so that the (a) Establish and maintain a coordinated turn
rate of speed reduction will not exceed 1,9 km/h in a 30 degree bank. Reduce speed by steadily
(one knot) per second until a stall is produced, as and progressively tightening the turn with the
shown by an uncontrollable downward pitching elevator until the aeroplane is stalled or until the
motion of the aeroplane, or until the control elevator has reached its stop. The rate of speed
reaches the stop. Normal use of the elevator reduction must be constant, and -
control for recovery is allowed after the (1) For a turning flight stall, may not
aeroplane has stalled. exceed 1,9 km/h (one knot) per second; and
(d) Except where made inapplicable by the (2) For an accelerated stall, be 5,6 to
special features of a particular type of aeroplane, 9,3 km/h (3 to 5 knots) per second with
the following apply to the measurement of loss steadily increasing normal acceleration.
of altitude during a stall
(b) When the stall has fully developed or
(1) The loss of altitude encountered in
the elevator has reached its stop, it must be
the stall (power on or power off) is the change
possible to regain level flight by normal use of
in altitude (as observed on the sensitive
controls and without
altimeter testing installation) between the
altitude at which the aeroplane pitches and the (1) Excessive loss of altitude;
altitude at which horizontal fight is regained.
(2) Undue pitchup;
(2) If power or thrust is required
(3) Uncontrollable tendency to spin;
during stall recovery the power or thrust used
must be that which would be used under the (4) Exceeding 60 degree of roll in
normal operating procedures selected by the either direction from the established 30 degree
applicant for this manoeuvre. However, the bank; and
power used to regain level flight may not be
(5) For accelerated entry stalls,
applied until flying control is regained.
without exceeding the maximum permissible
(e) During the recovery part of the speed or the allowable limit load factor.
manoeuvre, it must be possible to prevent more
(c) Compliance with the requirements of
than 15 degrees of roll Or yaw by the normal use
this paragraph must be shown with
of controls.
(1) Wing Flaps: Retracted and fully
(f) Compliance with the requirements of
extended for turning flight and accelerated
this paragraph must be shown under the
entry stalls, and intermediate, if appropriate,
following conditions:
for accelerated entry stalls;
(1) Wing Flaps: Full up, full down and
(2) Landing Gear: Retracted and
intermediate, if appropriate.
extended;
(2) Landing Gear: Retracted and
(3) Cowl Flaps: Appropriate to
extended.
configuration;
(3) Cowl Flaps: Appropriate to
(4) Power: 75% maximum continuous
configuration.
power; and
(4) Power: Power or thrust off, and
(5) Trim: 15 VS1 or minimum trim
75% maximum continuous power or thrust.
speed, whichever is higher.
(5) Trim: 15 VS1 or at the minimum
trim speed, whichever is higher.
CS-VLA 207 Stall warning
(6) Propeller: Full increase rpm
(a) There must be a clear and distinctive
position for the power off condition. (See
stall warning, with the flaps and landing gear in
AMC VLA 201.)
any normal position, in straight and turning
flight.

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(b) The stall warning may be furnished GROUND AND WATER HANDLING
either through the inherent aerodynamic qualities CHARACTER ISTICS
of the aeroplane or by a device that will give
clearly distinguishable indications under
CS-VLA 231 Longitudinal stability and
expected conditions of flight. However, a visual
control
stall warning device that requires the attention of
the crew within the cockpit is not acceptable by (a) A landplane may have no uncontrollable
itself. tendency to nose over in any reasonably
expected operating condition, including rebound
(c) The stall warning must begin at a speed
during landing or take-off. Wheel brakes must
exceeding the stalling speed by a margin of not
operate smoothly and may not induce any undue
less than 9,3 km/h (5 knots), but not more than
tendency to nose over.
18,5 km/h (10 knots) and must continue until the
stall occurs. (b) A seaplane or amphibian may not have
dangerous or uncontrollable porpoising
characteristics at any normal operating speed on
SPINNING
the water.

CS-VLA 221 Spinning

CS-VLA 233 Directional stability and
(a) The aeroplane must be able to recover control
from a one-turn spin or a 3-second spin,
(a) There may be no uncontrollable ground
whichever takes longer, in not more than one
or water looping tendency in 90 cross winds, up
additional turn, with the controls used in the
to a wind velocity of 18.5 km/h (10 knots) at
manner normally used for recovery. In addition
any speed at which the aeroplane may be
(1) For both the flaps-retracted and expected to be operated on the ground or water.
flaps-extended conditions, the applicable
(b) A landplane must be satisfactorily
airspeed limit and positive limit manoeuvring
controllable, without exceptional piloting skill or
load factor may not be exceeded;
alertness, in power-off landings at normal
(2) There may be no excessive back landing speed, without using brakes or engine
pressure during the spin or recovery; and power to maintain a straight path.
(3) It must be impossible to obtain (c) The aeroplane must have adequate
uncontrollable spins with any use of the directional control during taxying.
controls.
For the flaps-extended condition, the flaps may CS-VLA 235 Taxying condition
be retracted during recovery.
The shock-absorbing mechanism may not
(b) Aeroplanes characteristically damage the structure of the aeroplane when the
incapable of spinning. If it is desired to aeroplane is taxied on the roughest ground that
designate an aeroplane as characteristically may reasonably be expected in normal operation.
incapable of spinning, this characteristic must
be shown with -
CS-VLA 239 Spray characteristics
(1) A weight five percent more than
Spray may not dangerously obscure the vision
the highest weight for which approval is
of the pilots or damage the propeller or other
requested; parts of a seaplane or amphibian at any time
(2) A centre of gravity at least three during taxying, take-off, and landing.
percent of the mean aerodynamic chord aft of
the rearmost position for which approval is MISCELLANEOUS FLIGHT REQUIREMENTS
requested;
(3) An available elevator up-travel 4 CS-VLA 251 Vibration and buffeting
in excess of that to which the elevator travel is
to be limited for approval; and Each part of the aeroplane must be free from
excessive vibration under any appropriate speed
(4) An available rudder travel, 7 in and power conditions up to at least the minimum
both directions, in excess of that to which the value of VD allowed in CS-VLA 335. In
rudder travel is to be limited for approval. addition, there may be no buffeting, in any
normal flight condition, severe enough to

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 CS-VLA BOOK 1

interfere with the satisfactory control of the

aeroplane, cause excessive fatigue to the pilot, or
result in structural damage. Stall warning
buffeting within these limits is allowable.

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 CS-VLA BOOK 1

SUBPART C STRUCTURE

GENERAL are acceptable if the design load conditions have

been simulated. (See AMC VLA 307 (a).)
CS-VLA 301 Loads (b) Certain parts of the structure must be
tested as specified in Subpart D.
(a) Strength requirements are specified in
terms of limit loads (the maximum loads to be
expected in service) and ultimate loads (limit FLIGHT LOADS
loads multiplied by prescribed factors of safety).
Unless otherwise provided, prescribed loads are
CS-VLA 321 General
limit loads.
(a) Flight load factors represent the ratio of
(b) Unless otherwise provided, the air,
the aerodynamic force component (acting normal
ground, and water loads must be placed in
to the assumed longitudinal axis of the
equilibrium with inertia forces, considering each
aeroplane) to the weight of the aeroplane. A
item of mass in the aeroplane. These loads must
positive flight load factor is one in which the
be distributed to conservatively approximate or
aerodynamic force acts upward, with respect to
closely represent actual conditions.
the aeroplane.
(c) If deflections under load would
(b) Compliance with the flight load require-
significantly change the distribution of external
ments of this subpart must be shown -
or internal loads, this redistribution must be
taken into account. (1) At each critical altitude within the
range in which the aeroplane may be expected
(d) Simplified structural design criteria
to operate;
given in this Subpart C and its appendices may
be used only for aeroplanes with conventional (2) At each practicable combination of
configurations. If Appendix A is used, the entire weight and disposable load within the
appendix must be substituted for the operating limitations specified in the Flight
corresponding paragraphs of this subpart, i.e. Manual.
CS-VLA 321 to 459.(See CS VLA 301 (d).)
CS-VLA 331 Symmetrical flight
CS-VLA 303 Factor of safety conditions
Unless otherwise provided, a factor of safety (a) The appropriate balancing horizontal tail
of 15 must be used. load must be accounted for in a rational or
conservative manner when determining the wing
loads and linear inertia loads corresponding to
CS-VLA 305 Strength and deformation
any of the symmetrical flight conditions
(a) The structure must be able to support specified in CS-VLA 331 to 345.
limit loads without detrimental, permanent
deformation. At any load up to limit loads, the (b) The incremental horizontal tail loads
deformation may not interfere with safe due to manoeuvring and gusts must be reacted by
operation. the angular inertia of the aeroplane in a rational
or conservative manner.
(b) The structure must be able to support
ultimate loads without failure for at least three
seconds. However, when proof of strength is CS-VLA 333 Flight envelope
shown by dynamic tests simulating actual load (a) General. Compliance with the strength
conditions, the three second limit does not apply. requirements of this subpart must be shown at
any combination of airspeed and load factor on
CS-VLA 307 Proof of structure and within the boundaries of a flight envelope
(similar to the one in sub-paragraph (d) of this
(a) Compliance with the strength and paragraph) that represents the envelope of the
deformation requirements of CS-VLA 305 must flight loading conditions specified by the
be shown for each critical load condition. manoeuvring and gust criteria of sub-paragraphs
Structural analysis may be used only if the (b) and (c) of this paragraph respectively.
structure conforms to those for which experience
has shown this method to be reliable. In other (b) Manoeuvring envelope. Except where
cases, substantiating load tests must be made. limited by maximum (static) lift coefficients, the
Dynamic tests, including structural flight tests, aeroplane is assumed to be subjected to

1C1
 CS-VLA BOOK 1

symmetrical manoeuvres resulting in the (ii) Positive and negative gusts

following limit load factors: of 762 m/s at VD must be considered.
(1) The positive manoeuvring load (2) The following assumptions must
factor specified in CS-VLA 337 at speeds up be made:
to VD;
(i) The shape of the gust is
(2) The negative manoeuvring load
factor specified in CS-VLA 337 at VC; and U de 2 S
U= 1 cos
(3) Factors varying linearly with 2 25 C
speed from the specified value at VC to 00 at
where-
VD.
S = distance penetrated into gust (m);
(c) Gust envelope
(1) The aeroplane is assumed to be C = mean geometric chord of wing (m); and
subjected to symmetrical vertical gusts in
Ude= derived gust velocity referred to in sub-
level flight. The resulting limit load factors
paragraph (c)(l) (m/s)
must correspond to the conditions determined
as follows: (ii) Gust load factors vary
linearly with speed between VC and VD.
(i) Positive (up) and negative
(down) gusts of 1524 m/s at VC must be
considered.

(d) Flight envelope

Point G need not be investigated when the supplementary condition specified in CS-VLA 369 is
investigated.

1C2
 CS-VLA BOOK 1

where
CS-VLA 335 Design airspeeds Kg = 0 88 g = gust alleviation factor;

Except as provided in sub-paragraph (a)(4) of 5 3 + g

this paragraph, the selected design airspeeds are 2(M / S) = aeroplane mass ratio;
equivalent airspeeds (EAS). g =
Ca
(a) Design cruising speed, VC. For VC the
following apply: Ude = derived gust velocities referred to
in CS-VLA 333(c) (m/s) ;
(1) VC (in m/s) may not be less than
0 = density of air at sea level (kg/m3);
24 Mg / S (VC (kt) = 47 Mg / S ) = density of air (kg/m3);
where M/S = wing loading (kg/m2);
M/S = wing loading (kg/m2) C = mean geometric chord (m);
2
g = acceleration due to gravity (m/s ) g = acceleration due to gravity (m/s2);
(2) VC need not be more than 09 VH V = aeroplane equivalent speed (m/s);
at sea level. and
(b) Design dive speed VD. For VD, the a = slope of the aeroplane normal
following apply: force coefficient curve CNA per
(1) VD may not be less than 125 VC; radian if the gust loads are applied
and to the wings and horizontal tail
surfaces simultaneously by a
(2) With VC min, the required rational method. The wing lift
minimum design cruising speed, VD may not curve slope CL per radian may be
be less than 140 VCmin. used when the gust load is applied
(c) Design manoeuvring speed VA. For VA, to the wings only and the
the following applies: horizontal tail gust loads are
treated as a separate condition.
(1) VA may not be less than VS n,
where
CS-VLA 345 High lift devices
(i) VS is a computed stalling
speed with flaps retracted at the design (a) If flaps or similar high lift devices to be
weight, normally based on the maximum used for take-off, approach, or landing are
aeroplane normal force coefficients, installed, the aeroplane, with the flaps fully
CNA; and deflected at VF, is assumed to be subjected to
symmetrical manoeuvres and gusts resulting in
(ii) n is the limit manoeuvring limit load factors within the range determined
load factor used in design. by
(2) The value of VA need not exceed (1) Manoeuvring to a positive limit
the value of VC used in design load factor of 20; and
(2) Positive and negative gust of 762
CS-337 Limit manoeuvring load m/s acting normal to the flight path in level
factors flight.
(a) The positive limit manoeuvring load (b) VF must be assumed to be not less than
factor n may not be less than 38. 14 VS or 18 VSF, whichever is greater, where
(b) The negative limit manoeuvring load VS is the computed stalling speed with flaps
factor may not be less than -15. retracted at the design weight; and
VSF is the computed stalling speed with flaps
CS-VLA 341 Gust load factors fully extended at the design weight.
In the absence of a more rational analysis, the However, if an automatic flap load limiting
gust load factors may be computed as follows: device is used, the aeroplane may be designed
1 / 2 O Va K g U de
n = 1+
Mg / S
1C3
 CS-VLA BOOK 1

for the critical combinations of airspeed and flap is the down aileron deflection in degrees in
position allowed by that device. the critical condition.
(c) In designing the flaps and supporting
structures the following must be accounted for: CS-VLA 351 Yawing conditions
(1) A head-on gust of 762 m/s (EAS). The aeroplane must be designed for yawing
loads on the vertical tail surfaces resulting from
(2) The slipstream effects specified in
the loads specified in CS-VLA 441 to 445.
CS-VLA 457 (b).
(d) In determining external loads on the
CS-VLA 361 Engine torque
aeroplane as a whole, thrust, slipstream, and
pitching acceleration may be assumed to be zero. (a) The engine mount and its supporting
structure must be designed for the effects of -
(e) The requirements of CS-VLA 457, and
this paragraph may be complied with separately (1) A limit engine torque
or in combination. corresponding to take-off power and propeller
speed acting simultaneously with 75% of the
limit loads from flight condition A of CS-
CS-VLA 347 Unsymmetrical flight
VLA 333 (d);
conditions
(2) The limit engine torque as
The aeroplane is assumed to be subjected to
specified in CS-VLA 361 (b) acting
the unsymmetrical flight conditions of CS-VLA
simultaneously with the limit loads from
349 and 35 1. Unbalanced aerodynamic moments
about the centre of gravity must be reacted in a flight condition A of CS-VLA 333 (d); and
rational or conservative manner, considering the (b) The limit engine torque to be considered
principal masses furnishing the reacting inertia under subparagraph (a)(2) of this paragraph must
forces. be obtained by multiplying the mean torque for
maximum continuous power by a factor
CS-VLA 349 Rolling conditions determined as follows:

The wing and wing bracing must be designed (1) For four-stroke engines
for the following loading conditions: (i) 133 for engines with five or
(a) Unsymmetrical wing loads. Unless the more cylinders,
following values result in unrealistic loads, the (ii) 2, 3, 4 or 8, for engines with
rolling accelerations may be obtained by four, three, two or one cylinders,
modifying the symmetrical flight conditions in respectively.
CS-VLA 333(d) as follows:
(2) For two-stroke engines -
In condition A, assume that 100% of the semi-
span wing airload acts on one side of the (i) 2 for engines with three or
aeroplane and 70% of this load acts on the other more cylinders,
side.
(ii) 3 or 6, for engines with two
(b) The loads resulting from the aileron or one cylinder respectively.
deflections and speeds specified in CS-VLA 455,
in combination with an aeroplane load factor of
CS-VLA 363 Side load on engine mount
at least two thirds of the positive manoeuvring
load factor used for design. Unless the following (a) The engine mount and its supporting
values result in unrealistic loads, the effect of structure must be designed for a limit load factor
aileron displacement on wing torsion may be in a lateral direction, for the side load on the
accounted for by adding the following increment engine mount, of not less than 133.
to the basic aerofoil moment coefficient over the
(b) The side load prescribed in
aileron portion of the span in the critical
subparagraph (a) of this paragraph may be
condition determined in CS-VLA 333 (d);
assumed to be independent of other flight
Cm = 0 01 conditions.
where
Cm is the moment coefficient increment;
and

1C4
 CS-VLA BOOK 1

CS-VLA 369 Special conditions for rear CS-VLA 395 Control system loads
lift truss
(a) Each flight control system and its
(a) If a rear lift truss is used, it must be supporting structure must be designed for loads
designed for conditions of reversed airflow at a corresponding to at least 125% of the computed
design speed of hinge moments of the movable control surface in
the conditions prescribed in CS-VLA 391 to 459.
V = 065 Mg / S + 447 In addition, the following apply:
V in m/s M/S = Wing loading (kg/m2) (1) The system limit loads need not
exceed the loads that can be produced by the
M in kg
pilot. Pilot forces used for design need not
S in m2 exceed the maximum forces prescribed in CS-
VLA 397(b).
g in m/s2
(2) The design must, in any case,
(b) Either aerodynamic data for the
provide a rugged system for service use,
particular wing section used, or a value of CL
considering jamming, ground gusts, taxying
equaling -0.8 with a chordwise distribution that
downwind, control inertia, and friction.
is triangular between a peak at the trailing edge Compliance with this sub-paragraph may be
and zero at the leading edge, must be used. shown by designing for loads resulting from
application of the minimum forces prescribed
CS-VLA 373 Speed control devices in CS-VLA 397(b).
If speed control devices (such as spoilers and (b) A 125% factor on computed hinge
drag flaps) are incorporated for use in en-route movements must be used to design elevator,
conditions - aileron, and rudder systems. However, a factor as
low as 10 may be used if hinge moments are
(a) The aeroplane must be designed for the based on accurate flight test data, the exact
symmetrical manoeuvres and gusts prescribed in reduction depending upon the accuracy and
CS-VLA 333, 337 and 341, and the yawing and reliability of the data.
manoeuvres and lateral gusts in CS-VLA 441
and 443, with the device extended speed up to (c) Pilot forces used for design are assumed
the placard device extended speed; and to act at the appropriate control grips or pads as
they would in flight, and to react at the
(b) If the device has automatic operating or attachments of the control system to the control
load limiting features, the aeroplane must be surface horns.
designed for the manoeuvre and gust conditions
prescribed in sub-paragraph (a) of this paragraph
at the speeds and corresponding device positions CS-VLA 397 Limit control forces and
that the mechanism allows. torques
(a) In the control surface flight loading
CONTROL SURFACE AND SYSTEM LOADS condition, the airloads on movable surfaces and
the corresponding deflections need not exceed
those that would result in flight from the
CS-VLA 391 Control surface loads
application of any pilot force within the ranges
(a) The control surface loads specified in specified in subparagraph (b) of this paragraph.
CS-VLA 397 to 459 are assumed to occur in the In applying this criterion the effects of tabs must
conditions described in CS-VLA 331 to 351. be considered.
(b) If allowed by the following paragraphs, (b) The limit pilot forces and torques as
the values of control surface loading in follows:
Appendix B may be used, instead of particular
control surface data, to determine the detailed
rational requirements of CS-VLA 397 to 459,
unless these values result in unrealistic loads.

1C5
 CS-VLA BOOK 1

deflection likely to be obtained within the flight

Maximum forces envelope for any usable loading condition.
Minimum
or torques in
Control forces or
daN (D=wheel
torques
diameter)
CS-VLA 415 Ground gust conditions
Aileron:
Stick -------------------- 30 --------------- 178
(a) The control system must be investigated
Wheel* ----------------- 222 D (mdaN) 178 D (mdaN)
as follows for control surface loads due to
ground gusts and taxying downwind:
Elevator:
Stick -------------------- 74 --------------- 445 (1) If an investigation of the control
Wheel (symmetrical) - 89 --------------- 445 system for ground gust loads is not required
Wheel (unsymmetrical)* ------------------ 445 by sub-paragraph (a)(2) of this paragraph, but
the applicant elects to design a part of the
Rudder --------------------- 89 --------------- 58
control system for these loads, these loads
*The critical parts of th e aileron contro l system need only be carried from control surface
mu st also b e design ed fo r a single tang en tial fo rce horns through the nearest stops or gust locks
with a limit valu e of 12 5 times the coup le fo rce and their supporting structures.
determined from the above criteria.
(2) If pilot forces less than the
(c) The rudder control system must be
minimum forces specified in CS-VLA 397(b)
designed to a load of 100 daN per pedal, acting
are used for design, the effects of surface
simultaneously on both pedals in forward
loads due to ground gusts and taxying
direction.
downwind must be investigated for the entire
control system according to the formula
H = KcSq
CS-VLA 399 Dual control systems
where
Dual control systems must be designed for -
H = limit hinge moment (Nm);
(a) The pilots acting together in the same
direction; and c = mean chord of the control surface aft
of the hinge line (m);
(b) The pilots acting in opposition,
S = area of the control surface aft of the
each pilot applying 075 times the load specified hinge line (m2);
in CS-VLA 395(a).
q = dynamic pressure (Pa) based on a
design speed not less than 201
CS-VLA 405 Secondary control system
M / S + 445 (m/s), except that the
Secondary controls, such as wheel brakes, design speed need not exceed 268 m/s;
spoilers, and tab controls, must be designed for and
the maximum forces that a pilot is likely to apply
to those controls. (See AMC VLA 405.) K = limit hinge moment factor for ground
gusts derived in sub-paragraph (b).
(For ailerons and elevators, a positive
CS-VLA 407 Trim tab effects value of K indicates a moment tending
The effects of trim tabs on the control surface to depress the surface and a negative
design conditions must be accounted for only value of K indicates a moment tending
where the surface loads are limited by maximum to raise the surface.)
pilot effort. In these cases, the tabs are (b) The limit hinge moment factor K for
considered to be deflected in the direction that ground gusts must be derived as follows:
would assist the pilot. These deflections must
correspond to the maximum degree of 'out of
trim' expected at the speed for the condition
under consideration.

CS-VLA 409 Tabs

Control surface tabs must be designed for the
most severe combination of airspeed and tab

1C6
 CS-VLA BOOK 1

Surface K Position of control Condition Normal Angular acceleration

acceleration (n) (radian/sec2)
(a) Aileron 075 Control column locked or lashed in
mid-position 201
Down load 10 + nm (nm 1 5)
(b) Aileron 050 Ailerons at full throw; V
+moment on one aileron
20 1
-moment on the other Up load nm n m ( n m 1 5)
V
(c)
} Elevator 075 { (c)
(d)
Elevator full up (-)
Elevator full down (+) where
(d)
(e)
} Rudder 075 { (e)
(f)
Rudder in neutral
Rudder at full throw
(1) nm = positive limit manoeuvring
load factor used in the design of the aeroplane;
(f)
and

HORIZONTAL TAIL SURFACES

(2) V = initial speed in m/s.
The conditions in this paragraph involve loads
corresponding to the loads that may occur in a
CS-VLA 421 Balancing loads
checked manoeuvre (a manoeuvre in which the
(a) A horizontal tail balancing load is a load pitching control is suddenly displaced in one
necessary to maintain equilibrium in any direction and then suddenly moved in the
specified flight condition with no pitching opposite direction), the deflections and timing
acceleration. avoiding exceeding the limit manoeuvring loads
factor. The total tail load for both down and up
(b) Horizontal tail surfaces must be load conditions is the sum of the balancing tail
designed for the balancing loads occurring at any loads a V and the specified value of the normal
point on the limit manoeuvring envelope and in load factor n, plus the manouvring load
the flap conditions specified in CS-VLA 345. increment due to the specified value of the
The distribution in figure B6 of Appendix B may normal load factor n, plus the manoeuvring load
be used. increment due to the specified value of the
angular acceleration. The manoeuvring load
increment in figure B2 of Appendix B and the
CS-VLA 423 Manoeuvring loads
distributions in figure B7 (for down loads) and in
Each horizontal tail surface must be designed figure B8 (for up loads) of Appendix B may be
for manoeuvring loads imposed by one of the used.
following conditions (a) plus (b), or (c), or (d):
(c) A sudden deflection of the elevator, the
(a) A sudden deflection of the elevator following cases must be considered:
control, at VA, to (1) the maximum upward
(i) Speed VA, maximum upward
deflection, and (2) the maximum downward
deflection;
deflection, as limited by the control stops, or
pilot effort, whichever is critical. The average (ii) Speed VA, maximum
loading of B11 of Appendix B and the downward deflection;
distribution in figure B7 of Appendix B may be
(iii) Speed VD , one-third
used.
maximum upward deflection;
(b) A sudden upward deflection of the
(iv) Speed VD , one-third
elevator, at speeds above VA, followed by a
maximum downward deflection.
downward deflection of the elevator, resulting in
the following combinations of normal and The following assumptions must be made:
angular acceleration: (A) The aeroplane is initially in level
flight, and its attitude and air speed do not
change.
(B) The toads are balanced by inertia
forces.
(d) A sudden deflection of the elevator such
as to cause the normal acceleration to change

1C7
 CS-VLA BOOK 1

from an initial value to a final value, the a = slope of wing lift curve per radian
following cases being considered (see Figure 1):
Speed Initial Final Load Factor
Condition Condition Increment

VA A1 A n1 1

A A1 1 n1

A1 G n4 1

G A1 1 n4

VD D1 D n2 1

D D1 1 n2

D1 E n3 1

E D1 1 n3

(See CS-VLA 33.)

For the purpose of this calculation the difference CS-VLA 425 Gust loads
in air speed between VA and the value
(a) Each horizontal tail surface must be
corresponding to point G on the manoeuvring
designed for loads resulting from -
envelope can be ignored.
(1) Gust velocities specified in CS-
The following assumptions must be made:
VLA 333(c) with flaps retracted; and
(1) The aeroplane is initially in level
flight, and its attitude and airspeed do not (2) Positive and negative gusts of 762
change; m/s nominal intensity at VF corresponding to
the flight conditions specified in CS-VLA
(2) The loads are balanced by inertia 345(a)(2).
forces;
(b) The average loadings in figure B3 and
(3) The aerodynamic tail load the distribution of figure B8 may be used to
increment is given by determine the incremental gust loads for the
requirements of subparagraph (a) applied as both
X cg S a d 0 S ht a ht l t up and down increments for subparagraph (c).
P = nMg ht ht 1 _
tl S a d 2 M
(c) When determining the total load on the
where -
horizontal tail for the conditions specified in
P = horizontal tail load increment, positive sub-paragraph (a) of this paragraph, the initial
upwards (N) balancing tail loads for steady unaccelerated
flight at the pertinent design speeds VF, VC and
n = load factor increment
VD must first be determined. The incremental tail
M = mass of the aeroplane (kg) load resulting from the gusts must be added to
the initial balancing tail load to obtain the total
g = acceleration due to gravity (m/s2)
tail load.
xcg = longitudinal distance of aeroplane c.g.
(d) In the absence of a more rational
aft of aerodynamic centre of aeroplane
analysis, the incremental tail load due to the
less horizontal tail (m)
gust, must be computed as follows:
Sht = horizontal tail area (m2)
K g U de Va htSht d
aht = slope of horizontal tail lift curve per L ht = 1
radian 16 3 d
where-
d
= rate of change of downwash angle with
d Lht = incremental horizontal tail load
angle of attack (daN);
o = density of air at sea-level (kg/m3) Kg = gust alleviation factor defined in
CS-VLA 341;
lt = tail arm (m)
Ude = derived gust velocity (m/s);
S = wing area (m2)
V = aeroplane equivalent speed (m/s);

1C8
 CS-VLA BOOK 1

aht = slope of horizontal tail lift curve (b) The average loading of Appendix B,
per radian; B11 and figure B1 of Appendix B and the
distribution in figures B6, B7 and B8 of
Sht = area of horizontal tail (m2); and
Appendix B may be used instead of requirements
( 1 d ) = downwash factor. of subparagraphs (a)(2), (a)( 1) and (a)(3) of this
paragraph, respectively.
d
(c) The yaw angles specified in sub-
CS-VLA 427 Unsymmetrical loads paragraph (a)(3) of this paragraph may be
reduced if the yaw angle chosen for a particular
(a) Horizontal tail surfaces and their speed cannot be exceeded in
supporting structure must be designed for
unsymmetrical loads arising from yawing and (1) Steady slip conditions;
slipstream effects, in combination with the loads (2) Uncoordinated rolls from steep
prescribed for the flight conditions set forth in banks. (See AMC VLA 441.)
CS-VLA 421 to 425.
(b)In the absence of more rational data for CS-VLA 443 Gust loads
aeroplanes that are conventional in regard to
location of the engine, wings, tail surfaces, and (a) Vertical tail surfaces must be designed to
fuselage shape - withstand, in unaccelerated flight at speed VC,
lateral gusts of the values prescribed for VC in
(1) 100% of the maximum loading CS-VLA 333 (c).
from the symmetrical flight conditions may be
assumed on the surface on one side of the (b) In the absence of a more rational
plane of symmetry; and analysis, the gust load must be computed as
follows:
(2) The following percentage of that
loading must be applied to the opposite side: K gt U de Va vt Svt
L vt =
16 3
% = 100-10 (n - 1), where n is the specified
positive manoeuvring load factor, but this value where -
may not be more than 80%.
Lvt = vertical tail loads (daN);

VERTICAL TAIL SURFACES 0 88 gt

Kgt = = gust alleviation factor;
5 3 + gt

CS-VLA 441 Manoeuvring loads 2

2M K
gt = = lateral mass ratio;
(a) At speeds up to VA, the vertical tail C t ga vtSvt l t
surfaces must be designed to withstand the
following conditions. In computing the tail Ude = derived gust velocities ( m/s ) ;
loads, the yawing velocity may be assumed to be
= air density(kg/m3);
zero -
M = aeroplane mass (kg);
(1) With the aeroplane in
unaccelerated flight at zero yaw, it is assumed Svt = area of vertical tail (m2);
that the rudder control is suddenly displaced
to the maximum deflection, as limited by the Ct = mean geometric chord of vertical
control stops or by limit pilot forces. surface(m);
(2) With the rudder deflected as avt = lift curve slope of vertical tail (per
specified in sub-paragraph (a)(l) of this radian);
paragraph, it is assumed that the aeroplane K = radius of gyration in yaw (m);
yaws to the resulting sideslip angle. In lieu of
a rational analysis, an overswing angle equal lt = distance from aeroplane c.g. to lift
to 1.3 times the static sideslip angle of sub- centre of vertical surface (m);
paragraph (a)(3) of this paragraph may be g = acceleration due to gravity (m/s2);
assumed.
and
(3) A yaw angle of 15 degrees with
the rudder control maintained in the neutral V = aeroplane equivalent speed (m/s).
position (except as limited by pilot strength).

1C9
 CS-VLA BOOK 1

(c) The average loading in figure B5 and supplemental to the equivalent horizontal and
the distribution in figure B8 of Appendix B may vertical tail cases specified. Mutual interference
be used. (See AMC VLA 443.) between the V-tail surfaces must be adequately
accounted for.

CS-VLA 445 Outboard fins

AILERONS, WING FLAPS, AND SPECIAL
(a) If outboard fins are on the horizontal tail DEVICES
surface, the tail surfaces must be designed for the
maximum horizontal surface load in combination
with the corresponding loads induced on the CS-VLA 455 Ailerons
vertical surfaces by endplate effects. These (a) The ailerons must be designed for the
induced effects need not be combined with other loads to which they are subjected
vertical surface loads.
(1) In the neutral position during
(b) If outboard fins extend above and below symmetrical flight conditions; and
the horizontal surface, the critical vertical
surface loading (the load per unit area as (2) By the following deflections
determined under CS-VLA 441 and 443) must be (except as limited by pilot effort), during
applied to unsymmetrical flight conditions; and
(1) The part of the vertical surfaces (i) Sudden maximum
above the horizontal surface with 80% of that displacement of the aileron control at
loading applied to the part below the VA. Suitable allowance may be made for
horizontal surface; and control system deflections.
(2) The part of the vertical surfaces (ii) Sufficient deflection at VC,
below the horizontal surface with 80% of that where VC is more than VA, to produce a
loading applied to the part above the rate of roll not less than obtained in sub-
horizontal surface; and paragraph (a)(2)(i) of this paragraph.
(c) The endplate effects of outboard fins (iii) Sufficient deflection at VD to
must be taken into account in applying the produce a rate of roll not less than one-
yawing conditions of CS-VLA 441 and 443 to third of that obtained in subparagraph
the vertical surfaces in sub-paragraph (b) of this (a)(2)(i) of this paragraph.
paragraph. (b) The average loading in Appendix B,
B11 and figure B1 of Appendix B and the
SUPPLEMENTARY CONDITIONS FOR TAIL distribution in figure B9 of Appendix B may be
SURFACES used.

CS-VLA 447 Combined loads on tail CS-VLA 457 Wing flaps

surfaces (a) The wing flaps, their operating
(a) With the aeroplane in a loading mechanisms, and their supporting structures
condition corresponding to point A or D in the must be designed for critical loads occurring in
V-n diagram (whichever condition leads to the the flaps-extended flight conditions with the
higher balance load) the loads on the horizontal flaps in any position. However, if an automatic
tail must be combined with those on the vertical flap load limiting device is used, these
tail as specified in CS-VLA 441. components may be designed for the critical
combinations of airspeed and flap position
(b) 75% of the loads according to CS-VLA allowed by that device.
423 for the horizontal tail and CS-VLA 441 for
the vertical tail must be assumed to be acting (b) The effects of propeller slipstream,
simultaneously. corresponding to take-off power, must be taken
into account at not less than 14 VS, where VS is
the computed stalling speed with flaps fully
CS-VLA 449 Additional loads applicable retracted at the design weight. For the
to V-tails investigation of slipstream effects, the load
An aeroplane with V-tail, must be designed factor may be assumed to be 10.
for a gust acting perpendicularly with respect to
one of the tail surfaces at speed VE. This case is

1C10
 CS-VLA BOOK 1

CS-VLA 459 Special devices CS-VLA 479 Level landing conditions

The loading for special devices using aero- (a) For a level landing, the aeroplane is
dynamic surfaces (such as slots and spoilers) assumed to be in the following attitudes:
must be determined from test data.
(1) For aeroplanes with tail wheels, a
normal level flight attitude.
GROUND LOADS
(2) For aeroplanes with nose wheels,
attitudes in which
CS-VLA 471 General
(i) The nose and main wheels
The limit ground loads specified in this contact the ground simultaneously; and
subpart are considered to be external loads and
inertia forces that act upon an aeroplane (ii) The main wheels contact the
structure. In each specified ground load ground and the nose wheel is just clear
condition, the external reactions must be placed of the ground.
in equilibrium with the linear and angular inertia The attitude used in sub-paragraph (a)(2)(i) of
forces in a rational or conservative manner. this paragraph may be used in the analysis
required under sub-paragraph (a)(2)(ii) of this
CS-VLA 473 Ground load conditions paragraph.
and assumptions (b) A drag component of not less than 25%
(a) The ground load requirements of this of the maximum vertical ground reactions
subpart must be complied with at the design (neglecting wing lift) must be properly combined
maximum weight. with the vertical reactions. (See AMC VLA
479(b).)
(b) The selected limit vertical inertia load
factor at the centre of gravity of the aeroplane
for the ground load conditions prescribed in this CS-VLA 481 Tail-down landing
subpart may not be less than that which would be conditions
obtained when landing with a descent velocity (a) For a tail-down landing, the aeroplane is
(V), in metres per second, equal to 051 (Mg/S) assumed to be in the following attitudes:
except that this velocity need not be more than
305 m/s and may not be less than 213 m/s. (1) For aeroplanes with tail wheels, an
attitude in which the main and tail wheels
(c) Wing lift not exceeding two-thirds of contact the ground simultaneously.
the weight of the aeroplane may be assumed to
exist throughout the landing impact and to act (2) For aeroplanes with nose wheels, a
through the centre of gravity. The ground stalling attitude, or the maximum angle
reaction load factor may be equal to the inertia allowing ground clearance by each part of the
load factor minus the ratio of the above assumed aeroplane, whichever is less.
wing lift to the aeroplane weight. (b) For aeroplanes with either tail or nose
(d) If energy absorption tests are made to wheels, ground reactions are assumed to be
determine the limit load factor corresponding to vertical, with the wheels up to speed before the
the required limit descent velocities, these tests maximum vertical load is attained.
must be made under CS-VLA 725.
(e) No inertia load factor used for design CS-VLA 483 One-wheel landing conditions
purposes may be less than 267, nor may the For the one-wheel landing condition, the
limit ground reaction load factor be less than 2- aeroplane is assumed to be in the level attitude
00 at design maximum weight, unless these and to contact the ground on one side of the main
lower values will not be exceeded in taxying at landing gear. In this attitude, the ground
speeds up to take-off speed over terrain as rough reactions must be the same as those obtained on
as that expected in service. that side under CS-VLA 479.

CS-VLA 477 Landing gear arrangement CS-VLA 485 Side load conditions
Paragraphs CS-VLA 479 to 483, or the (a) For the side load condition, the
conditions in Appendix C, apply to aeroplanes aeroplane is assumed to be in a level attitude
with conventional arrangements of main and with only the main wheels contacting the ground
nose gear, or main and tail gear.

1C11
 CS-VLA BOOK 1

and with the shock absorbers and tyres in their side load acting at the ground contact point;
static positions. and
(b) The limit vertical load factor must be (3) The shock absorber and tyre are
133, with the vertical ground reaction divided assumed to be in their static positions.
equally between the main wheels.
(c) The limit side inertia factor must be CS-VLA 499 Supplementary conditions
083, with the side ground reaction divided for nose wheels
between the main wheels so that
In determining the ground loads on nose wheels
(1) 05 (Mg) is acting inboard on one and affected supporting structures, and assuming
side; and that the shock absorbers and tyres are in their
static positions, the following conditions must be
(2) 033 (Mg) is acting outboard on met:
the other side.
(a) For aft loads, the limit force components
at the axle must be
CS-VLA 493 Braked roll conditions
(1) A vertical component of 225
Under braked roll conditions, with the shock times the static load on the wheel; and
absorbers and tyres in their static positions, the
following apply: (2) A drag component of 08 times the
vertical load.
(a) The limit vertical load factor must be
133. (b) For forward loads, the limit force
components at ground contact must be
(b) The attitudes and ground contacts must
be those described in CS-VLA 479 for level (1) A vertical component of 225
landings. times the static load on the wheel; and
(c) A drag reaction equal to the vertical (2) A forward component of 04 times
reaction at the wheel multiplied by a coefficient the vertical load.
of friction of 08 must be applied at the ground (c) For side loads, the limit force
contact point of each wheel with brakes, except components at the axle must be
that the drag reaction need not exceed the
maximum value based on limiting brake torque. (1) A vertical component of 225
times the static load on the wheel; and
CS-VLA 497 Supplementary conditions for (2) A side component of 07 times the
tail wheels vertical load.
In determining the ground loads on the tail
wheel and affected supporting structures, the CS-VLA 505 Supplementary conditions
following apply: for skiplanes
(a) For the obstruction load, the limit In determining ground loads for skiplanes and
ground reaction obtained in the tail down landing assuming that the aeroplane is resting on the
condition is assumed to act up and aft through ground with one main ski frozen at rest and the
the axle at 45. The shock absorber and tyre may other skis free to slide, a limit side force equal to
be assumed to be in their static positions. 0036 times the design maximum weight must be
applied near the tail assembly, with a factor of
(b) For the side load, a limit vertical ground safety of 1.
reaction equal to the static load on the tail wheel,
in combination with a side component of equal
magnitude, is assumed. In addition WATER LOADS

(1) If a swivel is used, the tail wheel

is assumed to be swivelled 90 to the CS-VLA 521 Water load conditions
aeroplane longitudinal axis with the resultant The structure of seaplanes and amphibians
ground load passing through the axle; must be designed for water loads developed
(2) If a lock, steering device, or during take-off and landing with the seaplane in
shimmy damper is used, the tail wheel is also any attitude likely to occur in normal operation
at appropriate forward and sinking velocities
assumed to be in the trailing position with the

1C12
 CS-VLA BOOK 1

under the most severe sea conditions likely to be (2) A coefficient of friction of 05 at
encountered. the ground.

EMERGENCY LANDING CONDITIONS

(e) Each aeroplane with retractable landing
gear must be designed to protect each occupant
CS-VLA 561 General in a landing
(a) The aeroplane, although it may be (1) With the wheels retracted;
damaged in emergency landing conditions, must
(2) With moderate descent velocity;
be designed as prescribed in this paragraph to
and
protect each occupant under those conditions.
(3) Assuming, in the absence of a
(b) The structure must be designed to give
more rational analysis
each occupant reasonable chances of escaping
injury in a minor crash landing when (i) A downward ultimate inertia
(1) Proper use is made of seat belts force of 3g; and
and shoulder harnesses; and (ii) A coefficient of friction of
(2) The occupant experiences the 05 at the ground.
ultimate inertia forces listed below
FATIGUE EVALUATION
Ultimate Inertia Load Factors
Upward 30 g
Forward 90 g CS-VLA 572 Parts of structure critical to
Sideward 15 g. safety
(c) Each item of mass that could injure an (a) Each part in the primary structure the
occupant if it came loose must be designed for failure of which can be regarded as safety critical
the load factors stated above, except that the and which could endanger the occupants and/or
engine mount and supporting structure must lead to loss of the aeroplane must be identified.
withstand 15 g forward for engines installed (See AMC VLA 572(a).)
behind and above the seating compartment.
(b) There must be sufficient evidence that
(d) The structure must be designed to each of the parts identified under subparagraph
protect the occupants in a complete turnover, (a) of this paragraph has strength capabilities to
assuming, in the absence of a more rational achieve an adequate safe-life. (See AMC VLA
analysis 572(b).)
(1) An upward ultimate inertia force
of 3g; and

1C13
 CS-VLA BOOK 1

SUBPART D DESIGN AND CONSTRUCTION

GENERAL (3) Abrasion; and

(b) Having adequate provisions for
CS-VLA 601 General ventilation and drainage.
The suitability of each questionable design
detail and part having an important bearing on CS-VLA 611 Accessibility
safety in operations, must be established by tests.
Means must be provided to allow inspection
(including inspection of principal structural
CS-VLA 603 Materials and elements and control systems), close
workmanship examination, repair, and replacement of each
part requiring maintenance, adjustments for
(a) The suitability and durability of proper alignment and function, lubrication or
materials used for parts, the failure of which servicing.
could adversely affect safety, must -
(1) Be established by experience or CS-VLA 613 Material strength
tests; properties and design
(2) Meet approved specifications that values
ensure their having the strength and other (a) Material strength properties must be
properties assumed in the design data; and based on enough tests of material meeting
(3) Take into account the effects of specifications to establish design values on a
environmental conditions, such as statistical basis.
temperature and humidity, expected in service. (b) The design values must be chosen so
(b) Workmanship must be of a high that the probability of any structure being
standard. understrength because of material variations is
extremely remote. (See AMC VLA 613(b).)
CS-VLA 605 Fabrication methods (c) Where the temperature attained in an
essential component or structure in normal
(a) The methods of fabrication used must operating conditions has a significant effect on
produce consistently sound structures. If a strength, that effect must be taken into account.
fabrication process (such as gluing, spot (See AMC VLA 613(c).)
welding, heat-treating, bonding, processing of
composite materials) requires close control to
reach this objective, the process must be CS-VLA 615 Design properties
performed under an approved process (a) Design properties may be used subject
specification. to the following conditions:
(b) Each new aeroplane fabrication method (1) Where applied loads are
must be substantiated by a test program. eventually distributed through a single
member within an assembly, the failure of
CS-VLA 607 Self-locking nuts which would result in the loss of the structural
integrity of the component involved, the
No self-locking nut may be used on any bolt guaranteed minimum design mechanical
subject to rotation in operation unless a non- properties (A values) must be met.
friction locking device is used in .addition to the
self-locking device. (2) Redundant structures, in which the
failure of the individual elements would result
in applied loads being safely distributed to
CS-VLA 609 Protection of
other load carrying members, may be
structure
designed on the basis of the 90% probability
Each part of the structure must (Bvalues).
(a) Be suitably protected against (3) A and B values are defined as
deterioration or loss of strength in service due to follows:
any cause, including
(i) An A is a value above
(1) Weathering; which at least 99% of the population of
values is expected to fall with a
(2) Corrosion; and
confidence of 95%.
1D1
 CS-VLA BOOK 1

(ii) A B value is a value above have a bearing factor large enough to provide for
which at least 90% of the population of the effects of normal relative motion.
values is expected to fall with a
(b) For control surface hinges and control
confidence of 95%.
system joints, compliance with the factors
(b) Design values greater than the prescribed in CS-VLA 657 and 693,
guaranteed minimums required by sub-paragraph respectively, meets sub-paragraph (a) of this
(a) of this paragraph may be used if a premium paragraph.
selection of the material is made in which a
specimen of each individual item is tested before
CS-VLA 625 Fitting factors
use to determine that the actual strength
properties of that particular item will equal or For each fitting (a part or terminal used to
exceed those used in design. joint one structural member to another), the
following apply:
(c) Material correction factors for structural
items such as sheets, sheet-stringer (a) For each fitting whose strength is not
combinations, and riveted joints, may be omitted proven by limit and ultimate load tests in which
if sufficient test data are obtained to allow a actual stress conditions are simulated in the
probability analysis showing that 90% or more of fitting and surrounding structures, a fitting factor
the elements will equal or exceed allowable of at least 115 must be applied to each part of
selected design values. (See AMC VLA 615.)
(1) The fitting;
(2) The means of attachment; and
CS-VLA 619 Special factors
(3) The bearing on the joined
The factor of safety prescribed in CS-VLA
members.
303 must be multiplied by the highest pertinent
special factors of safety prescribed in CS-VLA (b) No fitting factor need be used for joint
621 to 625 for each part of the structure whose designs based on comprehensive test data (such
strength is as continuous joints in metal plating, welded
joints, and scarf joints in wood).
(a) Uncertain;
(c) For each integral fitting, the part must
(b) Likely to deteriorate in service before
be treated as a fitting up to the point at which the
normal replacement; or
section properties become typical of the member.
(c) Subject to appreciable variability
(d) For each seat, and safety belt with harness,
because of uncertainties in manufacturing
its attachment to the structure must be shown by
processes or inspection methods for composite
analysis, tests, or both, to be able to withstand
structures, a special test factor which takes into
the inertia forces prescribed in CS-VLA 561
account material variability and the effects of
multiplied by a fitting factor of 133.
temperature and absorption of moisture must be
used. (See AMC VLA 619.)
CS-VLA 627 Fatigue strength
CS-VLA 621 Casting factors The structure must be designed, as far as
practicable, to avoid points of stress
For castings, the strength of which is
concentration where variable stresses above the
substantiated by at least one static test and which
fatigue limit are likely to occur in normal
are inspected by visual methods, a casting factor
service.
of 20 must be applied. This factor may be
reduced to 125 providing the reduction is
substantiated by tests on not less than three CS-VLA 629 Flutter
sample castings and all production castings are
subjected to an approved visual and radiographic (a) It must be shown by one of the methods
inspection or an approved equivalent specified in sub-paragraph (b), (c), or (d) of this
nondestructive inspection method. paragraph, or a combination of these methods,
that the aeroplane is free from flutter, control
reversal, and divergence for any condition of
CS-VLA 623 Bearing factors operation within the limit V-n envelope, and at
(a) Each part that has clearance (free fit), all speeds up to the speed specified for the
and that is subject to pounding or vibration, must selected method. In addition

1D2
 CS-VLA BOOK 1

(1) Adequate tolerances must be (iii) Has fixed-fin and fixed-

established for quantities which affect flutter, stabiliser surfaces.
including speed, damping, mass balance, and
(e) For longitudinal, lateral and directional
control system stiffness; and
controls, freedom from flutter, control reversal,
(2) The natural frequencies of main and divergence up to VD must be shown after the
structural components must be determined by failure, malfunction, or disconnection of any
vibration tests or other approved methods. single element in any tab control system.
This determination is not required if (c) and (d)
are both applied, and VD is lower than 259
WINGS
km/h (140 kt).
(b) A rational analysis may be used to show
CS-VLA 641 Proof of strength
that the aeroplane is free from flutter, control
reversal, and divergence if the analysis shows The strength of stressed-skin wings must be
freedom from flutter for all speeds up to 1.2 VD. proven by load tests or by combined structural
analysis and load tests.
(c) Flight flutter tests may be used to show
that the aeroplane is free from flutter, control
reversal, and divergence if it is shown by these CONTROL SURFACES
tests that
(1) Proper and adequate attempts to CS-VLA 651 Proof of strength
induce flutter have been made within the (a) Limit load tests of control surfaces are
speed range up to VD; required. These tests must include the horn or
(2) The vibratory response of the fitting to which the control system is attached.
structure during the test indicates freedom (b) In structural analyses, rigging loads due
from flutter; to wire bracing must be accounted for in a
(3) A proper margin of damping exists rational or conservative manner.
at VD; and
(4) There is no large and rapid CS-VLA 655 Installation
reduction in damping as VD is approached. (a) Movable tail surfaces must be installed
(d) Compliance with the rigidity .and mass so that there is no interference between any
balance criteria (pages 4-12), in Airframe and surfaces or their bracing when one surface is
Equipment Engineering Report No. 45 (as held in its extreme position and the others are
corrected) Simplified Flutter Prevention operated through their full angular movement.
Criteria (published by the Federal Aviation (b) If an adjustable stabiliser is used, it must
Administration) may be accomplished to show have stops that will limit its range of travel to
that the aeroplane is free from flutter, control that allowing safe flight and landing.
reversal, or divergence if
(1) The wing and aileron flutter CS-VLA 657 Hinges
prevention criteria, as represented by the wing
torsional stiffness and aileron balance criteria, (a) Control surface hinges, except ball and
are limited in use to aeroplanes without large roller bearing hinges, must have a factor of
mass concentrations (such as engines, floats safety of not less than 667 with respect to the
or fuel tanks in outer wing panels) along the ultimate bearing strength of the softest material
wing span; and used as a bearing.
(2) The aeroplane is conventional in (b) For ball or roller bearing hinges, the
design, and approved rating of the bearing may not be
exceeded.
(i) Does not have a T-tail,
boom-tail, or V-tail, (c) Hinges must have enough strength and
rigidity for loads parallel to the hinge line.
(ii) Does not have unusual mass
distributions or other unconventional
design features that affect the CS-VLA 659 Mass balance
applicability of the criteria, and does not The supporting structure and the attachment
have a significant amount of sweep, of concentrated mass balance weights used on
1D3
 CS-VLA BOOK 1

control surfaces must be designed for limit loads device with respect to the range of adjustment.
corresponding to This means must be visible to the pilot and must
be located and designed to prevent confusion.
(a) 24 g normal to the plane of the control
surface; (b) Tab controls must be irreversible unless
the tab is properly balanced and has no unsafe
(b) 12 g fore and aft; and
flutter characteristics. Irreversible tab systems
(c) 12 g parallel to the hinge line. must have adequate rigidity and reliability in the
portion of the system from the tab to the
attachment of the irreversible unit to the
CONTROL SYSTEMS
aeroplane structure.

CS-VLA 671 General

CS-VLA 679 Control system locks
(a) Each control must operate easily,
smoothly, and positively enough to allow proper If there is a device to lock the control system
performance of its functions. on the ground or water, there must be means to

(b) Controls must be arranged and identified (a) Give unmistakable warning to the pilot
to provide for convenience in operation and to when the lock is emerged; and
prevent the possibility of confusion and (b) Prevent the lock from engaging in flight.
subsequent inadvertent operation.
CS-VLA 681 Limit load static tests
CS-VLA 673 Primary flight controls
(a) Compliance with the limit load
(a) Primary flight controls are those used by requirements must be shown by tests in which
the pilot for the immediate control of pitch, roll
and yaw. (1) The direction of the test loads
produces the most severe loading in the
(b) The design of the primary flight controls control system; and
must be such as to minimise the likelihood of
failure of any connecting or transmitting element (2) Each fitting, pulley, and bracket
in the control system that could result in loss of used in attaching the system to the main
control of any axis. structure is included.
(b) Compliance must be shown (by analyses
CS-VLA 675 Stops or individual load tests) with the special factor
requirements for control system joints subject to
(a) Each control system must have stops angular motion.
that positively limit the range of motion of each
movable aerodynamic surface controlled by the
system. CS-VLA 683 Operation tests

(b) Each stop must be located so that wear, (a) It must be shown by operation tests that,
slackness, or take up adjustments will not when the controls are operated from the pilot
adversely affect the control characteristics of the compartment with the system loaded as
aeroplane because of a change in the range of prescribed in subparagraph (b) of this paragraph,
surface travel. the system is free from

(c) Each stop must be able to withstand any (1) Jamming;

loads corresponding in the design conditions for (2) Excessive friction; and
the control system.
(3) Excessive deflection.

CS-VLA 677 Trim systems (b) The prescribed test loads are

(a) Proper precautions must be taken to (1) For the entire system, loads
prevent inadvertent, improper, or abrupt trim tab corresponding to the limit air loads on the
operation. There must be means near the trim appropriate surface, or the limit pilot forces in
control to indicate to the pilot the direction of CS-VLA 397 (b), whichever are less; and
trim control movement relative to aeroplane (2) For secondary controls, loads not
motion. In addition, there must be means to less than those corresponding to the maximum
indicate to the pilot the position of the trim pilot effort established under CS-VLA 405.
1D4
 CS-VLA BOOK 1

CS-VLA 685 Control system details (d) Clevis pins subject to load or motion
and retained only by split-pins may not be used
(a) Each detail of each control system must
in the control system.
be designed and installed to prevent jamming,
chafing, and interference from cargo, passengers, (e) Turnbuckles must be attached to parts
loose objects, or the freezing of moisture. having angular motion in a manner that will
positively prevent binding throughout the range
(b) There must be means in the cockpit to
of travel.
prevent the entry of foreign objects into places
where they would jam the system. (f) Tab control cables are not part of the
primary control system and may be less than 3
(c) There must be means to prevent the
mm diameter in aeroplanes that are safely
slapping of cables or tubes against other parts.
controllable with the tabs in the most adverse
(d) Each element of the flight control positions.
system must have design features, or must be
distinctively and permanently marked, to
CS-VLA 693 Joints
minimize the possibility of incorrect assembly
that could result in malfunctioning of the control Control system joints (in push-pull systems)
system. that are subject to angular motion, except those
in ball and roller bearing systems, must have a
special factor of safety of not less than 333 with
CS-VLA 687 Spring devices respect to the ultimate bearing strength of the
The reliability of any spring device used in softest material used as a bearing. This factor
the control system must be established by tests may be reduced to 20 for joints in cable control
simulating service conditions unless failure of systems. For ball or roller bearings, the approved
the spring will not cause flutter or unsafe flight ratings may not be exceeded.
characteristics.
CS-VLA 697 Wing flap controls
CS-VLA 689 Cable systems (a) Each wing flap control must be designed
so that, when the flap has been placed position
(a) Each cable, cable fitting, turnbuckle, upon which compliance with the performance
splice, and pulley used must meet approved requirements is based, the flap will not splice,
specifications. In addition and pulley used move from that position unless
the control is adjusted or is moved by the
(1) No cable smaller than 3 mm
automatic operation of a flap load limiting
diameter may be used in primary control
device
systems;
(b) The rate of movement of the flaps in
(2) Each cable system must be
response to the operation of the pilots control or
designed so that there will be no hazardous
automatic device must give satisfactory flight
change in cable tension throughout the range
and performance characteristics under steady or
of travel under operating conditions and
changing conditions of airspeed, engine power,
temperature variations; and
and attitude.
(3) There must be means for visual
inspection at each fairlead, pulley, end-fitting
CS-VLA 699 Wing flap position
and turnbuckle.
indicator
(b) Each kind and size of pulley must There must be a wing flap position indicator
correspond to the cable with which it is used. for
Each pulley must have closely fitted guards to
prevent the cables from being misplaced or (a) Flap installations with only the retracted
fouled, even when slack. Each pulley must lie in and fully extended position, unless
the plane passing through the cable so that the (1) A .direct operating mechanism
cable does not rub against the pulley flange. provides a sense of feel and position (such
(c) Fairleads must be installed so that they as when a mechanical linkage is employed);
do not cause a change in cable direction of more or
than 3. (2) The flap position is readily
determined without seriously detracting from

1D5
 CS-VLA BOOK 1

other piloting duties under any flight their proper relation, from free drop heights not
condition; and less than those determined by the following
formula:
(b) Flap installation with intermediate flap
positions if h = 00132 (Mg/S)
(1) Any flap position other than However, the free drop height may not be less
retracted of fully extended is used to show than 0235 m and need not be more than 0475
compliance with the performance m.
requirements of this part; and (b) If the effect of wing lift is provided for
(2) The flap installation does not meet in free drop tests, the landing gear must be
the requirements of sub-paragraph (a)( 1) of dropped with an effective weight equal to
this paragraph.
h + (1 L )d
Me = M
h +d
CS-VLA 701 Flap interconnection
where
The motion of flaps on opposite sides of the
plane of symmetry must be synchronised by the Me= the effective weight to be used in the
mechanical interconnection. drop test (kg);
h = specified free drop height (m);
CS-VLA 723 Shock absorption d = deflection under impact of the tyre (at
tests the approved inflation pressure) plus
(a) It must be shown that the limit load the vertical component of the axle
factors selected for design in accordance with travel relative to the drop mass (m);
CS-VLA 473 will not be exceeded. This must be M= MM for main gear units (kg), equal to
shown by energy absorption tests except that the static weight on that unit with the
analysis may be used for aeroplane in the level attitude (with the
nose wheel clear in the case of nose
(1) Increases in previously approved
wheel type aeroplanes);
take-off and landing weights,
M= MT for tail gear units (kg), equal to the
(2) Landing gears previously static weight on the tail unit with the
approved wheel type aeroplanes with similar aeroplane in the tail down attitude;
weights and performances
M= MN for nose wheel units (kg), equal to
(3) Landing gears using a steel or the vertical component of the static
composite material spring or any other energy reaction that would exist at the nose
absorption element where the shock wheel, assuming that the mass of the
absorption characteristics are not essentially aeroplane acts at the centre of gravity
affected by the rate of compression or tension, and exerts a force of 10 g downward
and 033 g forward;
(4) Landing gears for which adequate
experience and substantiating data are L = the ratio of the assumed wing lift to the
available. aeroplane weight, but not more than
0667; and
(b) The landing gear may not fail, but may
yield, in a test showing its reserved energy g = the acceleration due to gravity (m/s2).
absorption capacity, simulating a descent (c) The limit inertia load factor must be
velocity of 12 times the limit descent velocity, determined in a rational or conservative manner,
assuming wing lift equal to the weight of the during the drop test, using a landing gear unit
aeroplane. The test may be replaced by an attitude, and applied drag loads, that represent
analysis in the same cases as sub-paragraphs the landing conditions.
(a)(l) to (a)(4) of this paragraph.
(d) The value of d used in the computation
of Me in sub-paragraph (b) of this paragraph may
CS-VLA 725 Limit drop tests not exceed the value actually obtained in the
(a) If compliance with CS-VLA 723 (a) is drop test.
shown by free drop tests, these tests must be (e) The limit inertia load factor must be
made on the complete aeroplane, or on units determined from the drop test in sub-paragraph
consisting of wheel, tyre, and shock absorber, in

1D6
 CS-VLA BOOK 1

(b) of this paragraph according to the following (1) Each landing gear retracting
formula: mechanism and its supporting structure must
be designed for maximum flight load factors
Me
n = nj +L with the gear retracted and must be designed
M
for the combination of friction, inertia, brake
where torque, and air loads, occurring during
retraction at any airspeed up to 16 VS1 with
nj = the load factor developed in the drop
flaps retracted, and for any load factor up to
test (that is, the acceleration (dv/dt) in
those specified in CS-VLA 345 for the flaps-
g recorded in the drop test) plus 10;
extended condition.
and
(2) The landing gear and retracting
Me, M and L are the same as in the drop test
mechanism, including the wheel well doors,
computation.
must withstand flight loads, including loads
(f) The value of n determined in accordance resulting from all yawing conditions specified
with sub-paragraph (e) of this paragraph may not in CS-VLA 351, with the landing gear
be more than the limit inertia load factor used in extended at any speed up to at least 16 VS1
the landing conditions in CS-VLA 473. with the flaps retracted.
(b) Landing gear lock. There must be
CS-VLA 726 Ground load dynamic positive means to keep the landing gear
tests extended.
(a) If compliance with the ground load (c) Emergency operation. For a landplane
requirements of CS-VLA 479 to 483 is shown having retractable landing gear that cannot be
dynamically by drop test, one drop test must be extended manually, there must be means to
conducted that meets CS-VLA 725 except that extend the landing gear in the event of either
the drop height must be
(1) Any reasonably probable failure in
(1) 225 times the drop height the normal landing gear operation system; or
prescribed in CSVLA 725 (a); or
(2) Any reasonably probable failure in
(2) Sufficient to develop 15 times the a power source that would prevent the
limit load factor. operation of the normal landing gear
operation system.
(b) The critical landing condition for each
of the design conditions specified in CS-VLA (d) Operation test. The proper functioning
479 to 483 must be used for proof of strength. of the retracting mechanism must be shown by
operation tests up to VLO.
CS-VLA 727 Reserve energy (e) Position indicator. If a retractable
absorption landing gear is used, there must be a landing
gear position indicator (as well as necessary
(a) If compliance with the reserve energy
switches to actuate the indicator) or other means
absorption requirement in CS-VLA 723 (b) is
to inform the pilot that the gear is secured in the
shown by free drop tests, the drop height may
extended (or retracted) position. If switches are
not be less than 144 times that specified in CS-
used, they must be located and coupled-to the
VLA 725.
landing gear mechanical system in a manner that
(b) If the effect of wing lift is provided for, prevents an erroneous indication of either down
the unit must be dropped with an effective mass and locked if the landing gear is not in the fully
h extended position, or of up and locked if the
equal to M e = M , when the symbols and
landing gear is not in the fully retracted position.
+d
h
The switches may be located where they are
other details are the same as CS-VLA 725.
operated by the actual landing gear locking latch
or device.
CS-VLA 729 Landing gear
(f) Landing gear warning. For landplanes,
extension and
the following aural or equally effective landing
retraction system gear warning devices must be provided:
(a) General. For aeroplanes with retractable (1) A device that functions
landing gear, the following apply: continuously when the throttle is closed if the
landing gear is not fully extended and locked.
1D7
 CS-VLA BOOK 1

A throttle stop may not be used in place of an that is adequate to prevent contact between the
aural device. tyre and any part of the structure or systems.
(2) A device that functions
continuously when the wing flaps are CS-VLA 735 Brakes
extended to or beyond the approach flap
(a) Brakes must be provided so that the
position, using a normal landing procedure, if
brake kinetic energy capacity rating of each main
the landing gear is not fully extended and
wheel brake assembly is not less than the kinetic
locked. The flap position sensing unit may be
energy absorption requirements determined
installed at any suitable location. The system
under either of the following methods:
for this device may use any part of the system
(including the aural warning device) for the (1) The brake kinetic energy
device required in subparagraph (f)(1) of this absorption requirements must be based on a
paragraph. conservative rational analysis of the sequence
of events expected during landing at the
maximum weight.
CS-VLA 731 Wheels
(2) Instead of a rational analysis, the
(a) Each main and nose wheel must be
kinetic energy absorption requirements for
approved.
each main wheel brake assembly may be
(b) The maximum static load rating of each derived from the following formula:
wheel may not be less than the corresponding
KE = MV2/N
static ground reaction with
where
(1) Design maximum weight; and
(2) Critical centre or gravity. KE = kinetic energy power wheel
(Joules);
(c) The maximum limit load rating of each
wheel must equal or exceed the maximum radial M = mass at maximum weight (kg);
limit load determined under the applicable V = aeroplane speed in m/s. V must be
ground load requirements. not less than VS0, the power-off
stalling speed of the aeroplane at
CS-VLA 733 Tyres sea level, at the design landing
weight, and in the landing
(a) Each landing gear wheel must have a configuration; and
tyre whose tyre rating (approved by the Agency)
is not exceeded N = number of main wheels with
brakes.
(1) By a load on each main wheel tyre
equal to the corresponding static ground (b) Brakes must be able to prevent the
reaction under the design maximum weight wheels from rolling on a paved runway with
and critical centre of gravity; and maximum take-off power but need not prevent
movement of the aeroplane with wheels locked.
(2) By a load on nose wheel tyres (to
be compared with the dynamic rating
established for such tyres) equal to the CS-VLA 737 Skis
reaction obtained at the nose wheel, assuming Each ski must be approved. The maximum
the mass of the aeroplane to be contracted at limit load rating of each ski must equal or exceed
the most critical centre of gravity and exerting the maximum limit load determined under the
a force of 10 Mg downward and 021 Mg applicable ground load requirements.
forward (where Mg is the design maximum
weight), with the reactions distributed to the
nose and main wheels by the principles of FLOATS AND HULLS
statics, and with the drag reaction at the
ground applied only at wheels with brakes. CS-VLA 751 Main float buoyancy
(b) Each tyre installed on a retractable (a) Each main float must have -
landing gear system must, at the maximum size
of the tyre type expected in service, have a (1) A buoyancy of 80% in excess of
clearance to surrounding structure and systems the maximum weight which that float is
expected to carry in supporting the maximum

1D8
 CS-VLA BOOK 1

weight of the seaplane or amphibian in fresh impair his view of the flight path in normal flight
water; and and while landing; and
(2) Enough watertight compartments (c) Internal fogging of the windows covered
to provide reasonable assurance that the under sub-paragraph (a) of this paragraph can be
seaplane or amphibian will stay afloat if any easily cleared by the pilot unless means are
two compartments of the main floats are provided to prevent fogging. (See AMC VLA
flooded. 773.)
(b) Each main float must contain at least
four watertight compartments approximately CS-VLA 775 Windshields and
equal in volume. windows
(a) Windshields and windows must be
CS-VLA 753 Main float design constructed of a material that will not result in
serious injuries due to splintering. (See AMC
Each seaplane main float must be approved
and must meet the requirements of CS-VLA 521. VLA 775 (a).)
(b) Windshields and side windows of the
canopy must have a luminous transmittance
CS-VLA 757 Auxiliary floats
value of at least 70% and must not significantly
Auxiliary floats must be arranged so that alter the natural colours.
when completely submerged in fresh water, they
provide a righting moment of at least 1.5 times
the upsetting moment caused by the seaplane or CS-VLA 777 Cockpit controls
amphibian being tilted. (a) Each cockpit control must be located to
provide convenient operation, and to prevent
PERSONNEL AND CARGO confusion and inadvertent operation.
ACCOMMODATIONS (b) The controls must be located and
arranged so that the pilot, when strapped in his
CS-VLA 771 Pilot compartment seat, has full and unrestricted movement of each
control without interference from either his
(a) The pilot compartment and its clothing (including winter clothing) or from the
equipment must allow the pilot to perform his cockpit structure.
duties without unreasonable concentration or
fatigue. (c) Powerplant controls must be located

(b) The aerodynamic controls listed in CS- (1) For tandem seated aeroplanes, on
VLA 779, excluding cables and control rods, the left side console or instrument panel;
must be located with respect to the propeller so (2) For other aeroplanes, at or near the
that no part of the pilot or the controls lies in the centre of the cockpit, on the pedestal,
region between the plane of rotation of propeller instrument panel, or overhead; and
and the surface generated by a line passing
through the centre of the propeller hub making (3) For aeroplanes, with side-by-side
an angle of 5 forward or aft of the plane of pilot seats and with two sets of Powerplant
rotation of the propeller. controls, on left and right consoles.
(d) The control location order from left to
CS-VLA 773 Pilot compartment right must be power lever, propeller (rpm
view control), and mixture control. Power levers must
be at least 254cm higher or longer to make them
The pilot compartment must be free from more prominent than propeller (rpm control) or
glare and reflections that could interfere with the mixture controls. Carburettor heat or alternate air
pilot's vision, and designed so that control must be to the left of the throttle or at
(a) The pilot's view is sufficiently least 203cm from the mixture control when
extensive, clear, and undistorted, for safe located other than on a pedestal. Carburettor heat
operation; or alternate air control, when located on a
pedestal must be aft or below the power lever.
(b) The pilot is protected from the elements Supercharger controls must be located below or
so that moderate rain conditions do not unduly aft of the propeller controls. Aeroplanes with
tandem seating or single-seat aeroplanes may
1D9
 CS-VLA BOOK 1

utilise control locations on the left side of the CS-VLA779 Motion and effect of
cabin compartment; however, location order cockpit controls
from left to right must be power lever, propeller
Cockpit controls must be designed so that
(rpm control) and mixture control.
they operate in accordance with the following
(e) Wing flap and auxiliary lift device movement and actuation:
controls must be located (a) Aerodynamic controls
(1) Centrally, or to the right of Motion and effect
pedestal or powerplant throttle control
centreline; and (1) Primary
controls:
(2) Far enough away from the landing Aileron -------- Right (clockwise) for
gear control to avoid confusion. right wing down.
(f) The landing gear control must be Elevator ------- Rearward for nose up.
located to the left of the throttle centreline or Rudder -------- Right pedal forward for
pedestal centreline. nose right.
(g) Each fuel feed selector control must
comply with CS-VLA 995 and be located and (2) Secondary
arranged so that the pilot can see and reach it controls:
without moving any seat or primary flight Flaps(or Forward or up for flaps
control when his seat is at any position in which auxiliary lift up or auxiliary device
it can be placed. devices) stowed; rearward or
down for flaps down or
(1) For a mechanical fuel selector auxiliary device
deployed.
(i) The indication of the Trim tabs (or Switch motion or
selected fuel valve position must be by equivalent) mechanical rotation of
means of a pointer and must provide control to produce
positive identification and feel (detent, similar rotation of the
etc.) of the selected position. aeroplane about an axis
parallel to the axis
(ii) The position indicator control. Axis of roll
pointer must be located at the part of the trim control may be
handle that is the maximum dimension displaced to
of the handle measured from the centre accommodate
of rotation. comfortable actuation
(2) For electrical or electronic fuel by the pilot. Direction
selector of pilots hand
movement must be in
(i) Digital controls or electrical the same sense as
switches must be properly labelled. aeroplane response for
(ii) Means must be provided to rudder trim if only a
indicate to, the flight crew the tank or portion of a rotational
function selected. Selector switch element is accessible.
position is not acceptable as a means of (b) Powerplant and auxiliary controls -
indication. The off or closed position
must be indicated in red. Motion and effect
(3) If the fuel valve selector handle or (1) Powerplant
electrical or digital selection is also a fuel controls:
shut-off selector, the off position marking Power Forward to increase
must be coloured red. If a separate emergency (thrust) forward thrust and
shut-off means is provided, it also must be lever. rearward to increase
coloured red. (See AMC VLA 777.) rearward thrust.
Propellers - Forward to increase rpm.
Mixture ---- Forward or upward for
rich.

1D10
 CS-VLA BOOK 1

Carburettor, Forward or upward for

air heat or cold.
alternate
air.
Super Forward or upward for
charger. low blower.
Turbosuper Forward, upward or
-chargers. clockwise to increase
pressure.
Rotary Clockwise from off to
controls. full on.
(2) Auxiliary
controls:
Fuel tank Right for right tanks,
selector left for left tanks.
Landing Down to extend.
gear.
Speed Aft to extend.
brakes.

CS-VLA 781 Cockpit control knob

CS-VLA 783 Exits
shape
No exit may be located with respect to any
(a) Landing gear and flap control knobs
propeller disc so as to endanger persons using
must conform to the general shapes (but not
that exit.
necessarily the exact sizes or specific
proportions) in the following figure: [Amdt VLA/1]

CS-VLA 785 Seats, safety belts,

and harnesses
(a) Each seat and its supporting structure,
must be designed for occupants weighing at least
86 kg, and for the maximum load factors
corresponding to the specified flight and ground
load conditions, including the emergency landing
conditions prescribed in CS-VLA 561.
(b) Each safety belt with shoulder harness,
must be approved. Each safety belt with shoulder
harness must be equipped with a metal to metal
(b) Powerplant control knobs must conform latching device.
to the general shapes (but not necessarily the (c) Each pilot seat must be designed for the
exact sizes or specific proportions) in the reactions resulting from the application of pilot
following figure: forces to the primary flight controls, as
prescribed in CS-VLA 395.
(d) Proof of compliance with the strength
and deformation requirements of this paragraph
for seats, approved as part of the type design and
for seat installations may be shown by
(1) Structural analysis, if the structure
conforms to conventional aeroplane types for
which existing methods of analysis are known
to be reliable;
(2) A combination of structural
analysis and static load tests to limit loads; or

1D11
 CS-VLA BOOK 1

(3) Static load tests to ultimate loads. occupants from injury under the ultimate inertia
forces specified in CS-VLA 561 (b)(2).
(e) Each occupant must be protected from
serious head injury when he experiences the (e) If there is no structure between baggage
inertia forces prescribed in CS-VLA 561 (b)(2) and occupant compartments the baggage items
by a safety belt and shoulder harness that is located behind the occupants and those which
designed to prevent the head from contacting any might become a hazard in a crash must be
injurious object. (See AMC VLA 785 (e).) secured for 133 x 9 g.
(f) Each shoulder harness installed at a
pilot seat must allow the pilot, when seated and CS-VLA 807 Emergency exits
with his safety belt and shoulder harness
(a) The aeroplane must be so designed that
fastened, to perform all functions necessary for
unimpeded and rapid escape is possible in any
flight operations. normal and crash attitude. (See AMC VLA
(g) There must be a means to secure each 807(a))
safety belt and shoulder harness, when not in (b) The opening system must be designed
use, so as to prevent interference with the for simple and easy operation. It must function
operation of the aeroplane and with rapid egress rapidly and be designed so that it can be
in an emergency. operated by each occupant strapped in his seat,
(h) Each seat track must be fitted with stops and also from outside the cockpit. Reasonable
to prevent the seat from sliding off the track. provisions must be provided to prevent jamming
by fuselage deformation.
(i) The cabin area surrounding each seat,
including the structure, interior walls, instrument [Amdt VLA./1]
panel, control wheel, pedals, and seats, within
striking distance of the occupants head or torso CS-VLA 831 Ventilation
(with the safety belt and shoulder harness
fastened), must be free of potentially injurious The personnel compartment must be suitably
ventilated. Carbon monoxide concentration may
objects, sharp edges, protuberances, and hard
not exceed one part in 20 000 parts of air.
surfaces. If energy absorbing designs or devices
are used to meet this requirement they must
protect the occupant from serious injury when FIRE PROTECTION
the occupant experiences the ultimate inertia
forces prescribed in CS-VLA 561 (b)(2).
CS-VLA 853 Compartment interiors
For the personnel compartment
CS-VLA 787 Baggage (a) The materials must be at least flame
compartments resistant.
(a) Each baggage compartment must be (b) [Reserved.]
designed for its placarded maximum weight of
(c) If smoking is to be prohibited, there
contents and for the critical load distributions at
must be a placard so stating, and if smoking is to
the appropriate maximum load factors
be allowed there must be an adequate number of
corresponding to the flight and ground load
self-contained removable ashtrays.
conditions of this document.
(d) Lines, tanks, or equipment containing
(b) There must be means to prevent the
fuel, oil, or other flammable fluids may not be
contents of any baggage compartment from
installed in the personnel Compartment unless
becoming a hazard by shifting, and to protect
adequately shielded, isolated, or otherwise
any controls, wiring, lines, equipment or
protected so that any breakage or failure of such
accessories whose damage of failure would
an item would not create a hazard.
affect safe operations.
(e) Aeroplane materials located on the cabin
(c) Baggage compartments must be
side of the firewall must be self-extinguishing or
constructed of materials which are at least flame
be located at such a distance from the firewall, or
resistant.
otherwise protected, so that ignition will not
(d) Designs which provide for baggage to occur if the firewall is subjected to a flame
be carried must have means to protect the temperature of not less than ll00C for 15
minutes. This may be shown by test or analysis.

1D12
 CS-VLA BOOK 1

For self-extinguishing materials (except

electrical wire and cable insulation and small
parts that the Agency finds would not contribute
significantly to the propagation of a fire), a
vertical self-extinguishing test must be
conducted in accordance with Appendix F or an
equivalent method approved by the Agency. The
average burn length of the material may not
exceed 17 cm and the average flame time after
removal of the flame source may not exceed 15
seconds. Drippings from the material test
specimen may not continue to flame for more
than an average of 3 seconds after failing.

CS-VLA 857 Electrical bonding

(a) Electrical continuity must be provided
to prevent the existence of difference of potential
between components of the powerplant including
fuel and other tanks, and other significant parts
of the aeroplane which are electrically
conductive.
(b) The cross-sectional areas of bonding
connectors if made from copper must not be less
than 1.3 mm*.
(c) There must be provisions for electrically
bonding the aeroplane to the ground fuelling
equipment.

CS-VLA 863 Flammable fluid fire

protection
In each area where flammable fluids or
vapours might escape by leakage from a fluid
system, there must be means in the form of
adequate segregation, ventilation and drainage,
to minimize the probability of ignition of the
fluids and vapours and the resultant hazard if
ignition should occur.

CS-VLA865 Fire protection of

flight controls and
other flight structure
Flight controls, engine mounts, and other
flight structure located in the engine
compartment must be constructed of fireproof
material or shielded so that they will withstand
the effect of a fire.

MISCELLANEOUS

CS-VLA 871 Levelling means

There must be means for determining when
the aeroplane is in a level position on the ground.

1D13
CS-VLA BOOK 1

1D14
 CS-VLA BOOK 1

SUBPART E POWERPLANT

GENERAL safe for continuous operation. This must be

shown by
CS-VLA 901 Installation (1) Measurement of stresses through
direct testing of the propeller;
(a) For the purpose of this CS-VLA the
aeroplane powerplant installation includes each (2) Comparison with similar
component that installations for which these measurements
have been made; or
(1) Is necessary for propulsion; and
(3) Any other acceptable test method
(2) Affects the safety of the or service experience that proves the safety of
propulsive unit. the installation.
(b) The powerplant must be constructed, (b) Proof of safe vibration characteristics
arranged. and installed to - for any type of propeller, except for
(1) Ensure safe operation to the conventional, fixed-pitch wooden propellers,
maximum altitude for which approval is must be shown where necessary.
requested.
(2) Be accessible for necessary CS-VLA 909 Supercharger
inspections and maintenance. (a) The supercharger must be approved
(c) Engine cowls and nacelles must be under the engine type certificate.
easily removable or openable by the pilot to (b) Control system malfunctions, vibrations,
provide adequate access to and exposure of the and abnormal speeds and temperatures expected
engine compartment for preflight checks. in service may not damage the supercharger
(d) The installation must comply with compressor or turbine.
(1) The installation instructions (c) The supercharger case must be able to
provided by the engine manufacturer. contain fragments of a compressor or turbine that
fails at the highest speed that is obtainable with
(2) The applicable provisions of this normal speed control devices inoperative.
subpart.

CS-VLA 925 Propeller clearance

CS-VLA 903 Engine
Unless smaller clearances are substantiated,
(a) The engine must meet the specifications propeller clearances with the aeroplane at
of CS-22 Subpart H. maximum weight, with the most adverse centre
(b) Restart capability. An altitude and of gravity, and with the propeller in the most
airspeed envelope must be established for the adverse pitch position, may not be less than the
aeroplane for in-flight engine restarting and the following:
installed engine must have a restart capability (a) Ground clearance. There must be a
within that envelope. clearance of at least 180 mm (for each aeroplane
with nose wheel landing gear) or 230 mm (for
CS-VLA 905 Propeller each aeroplane with tail wheel landing gear)
between each propeller and the ground with the
(a) The propeller must meet the landing gear statically deflected and in the level,
specifications of CS-22 Subpart J. normal take-off, or taxying attitude, whichever is
(b) Engine power and propeller shaft most critical. In addition, for each aeroplane
rotational speed may not exceed the limits for with conventional landing gear struts using fluid
which the propeller is certificated or approved. or mechanical means for absorbing landing
shocks, there must be positive clearance between
the propeller and the ground in the level take-off
CS-VLA 907 Propeller vibration attitude with the critical tyre completely deflated
(a) Each propeller with metal blades or and the corresponding landing gear strut
highly stressed metal components must be shown bottomed. Positive clearance for aeroplanes
to have vibration stresses, in normal operating using leaf spring struts is shown with a
conditions, that do not exceed values that have deflection corresponding to 15 g.
been shown by the propeller manufacturer to be

1E1
 CS-VLA BOOK 1

(b) Water clearance. There must be a carburettor operation must be shown in the
clearance of at least 46 mm between each attitude that is most critical with respect to fuel
propeller and the water, unless compliance with feed and quantity of unusable fuel. These
CS-VLA 239 can be shown with a lesser conditions may be simulated in a suitable
clearance. mockup. In addition -
(c) Structural clearance. There must be (1) The quantity of fuel in the tank
may not exceed the amount established as the
(1) At least 26 mm radial clearance
unusable fuel supply for that tank under CS-
between the blade tips and the aeroplane
VLA 959 plus that necessary to show
structure, plus any additional radial Clearance
compliance with this paragraph; and
necessary to prevent harmful vibration;
(2) If there is a fuel flowmeter, it must
(2) At least 13 mm longitudinal
be blocked during the flow test and the fuel
clearance between the propeller blades or
must flow through the meter bypass.
cuffs and stationary parts of the aeroplane;
and (b) Gravity systems. The fuel flow rate for
gravity systems (main and reserve supply) must
(3) Positive clearance between other
be 150% of the take-off fuel consumption of the
rotating parts of the propeller or spinner and
engine.
stationary parts of the aeroplane.
(c) Pump systems. The fuel flow rate for
(d) Clearance from occupant(s). There must
each pump system (main and reserve supply)
be adequate clearance between the occupant(s)
must be 125% of the take-off fuel consumption
and the propeller such that it is not possible for
of the engine at the maximum power established
the occupant(s), when seated and strapped in, to
for take-off. This flow rate is required for each
contact the propeller inadvertently.
primary engine driven pump and each emergency
pump, and must be available when the pump is
CS-VLA 943 Negative acceleration running as it would during take-off.
No hazardous malfunction of an engine, or (d) Multiple fuel tanks. If the engine can be
any component or system associated with the supplied with fuel from more than one tank, it
powerplant may occur when the aeroplane is must be possible, in level flight, to regain full
operated at negative accelerations of short power and fuel pressure to that engine in not
duration such as may be caused by a gust. (See more than 10 seconds after switching to any full
AMC VLA 943.) tank after engine malfunctioning due to fuel
depletion becomes apparent while the engine is
being supplied from any other tank.
FUEL SYSTEM

CS-VLA 957 Flow between interconnected

CS-VLA 951 General
tanks
(a) Each fuel system must be constructed
It must be impossible, in a gravity feed
and arranged to ensure a flow of fuel at a rate system with interconnected tank outlets, for
and pressure established for proper engine enough fuel to flow between the tanks to cause
functioning under any normal operating an overflow of fuel from any tank vent under the
condition, and must be arranged to prevent the conditions in CS-VLA 959, except that full tanks
introduction of air into the system. must be used.
(b) Each fuel system must be arranged so
that no fuel pump can draw fuel from more than CS-VLA 959 Unusable fuel supply
one tank at a time. Gravity feed systems may not
supply fuel to the engine from more than one The unusable fuel supply for each tank must
tank at a time, unless the airspaces are be established as not less than that quantity at
interconnected in a manner to ensure that all which the first evidence of malfunctioning
occurs under the most adverse fuel feed
interconnected tanks feed equally.
condition occurring under each intended
operation and flight manoeuvre involving that
CS-VLA 955 Fuel flow tank. Fuel system component failures need not
be considered.
(a) General. The ability of the fuel system
to provide fuel at the rates specified in this
paragraph and at a pressure sufficient for proper

1E2
 CS-VLA BOOK 1

CS-VLA 961 Fuel system hot weather (3) If flexible tank liner is used, it
operation must be supported so that it is not required to
withstand fluid loads;
Each fuel system must be free from vapour
lock when using fuel at a temperature of 43C (4) Interior surfaces adjacent to the
under critical operating conditions, and with the liner must be smooth and free from
most critical fuel for which certification is projections that could cause wear, unless
requested.
(i) Provisions are made for
protection of the liner at those points; or
CS-VLA 963 Fuel tanks: general
(ii) The construction of the liner
(a) Each fuel tank must be able to itself provides such protection;
withstand, without failure, the vibration, inertia,
fluid, and structural loads that it may be (5) A positive pressure must be
subjected to in operation. maintained within the vapour space of each
bladder cell under all conditions of operation
(b) Each flexible fuel tank liner must be of except for a particular condition for which it
an acceptable kind. is shown that a zero or negative pressure will
(c) Each integral fuel tank must have not cause the bladder cell to collapse; and
adequate facilities for interior inspection and (6) Siphoning of fuel (other than
repair. minor spillage) or collapse of bladder fuel
cells may not result from improper securing or
CS-VLA 965 Fuel tank tests loss of the fuel filler cap.

Each fuel tank must be able to withstand the (b) Each tank compartment must be
following pressures without failure or leakage: ventilated and drained to prevent the
accumulation of flammable fluids or vapours.
(a) For each conventional metal tank and Each compartment adjacent to a tank that is an
non-metallic tank with walls not supported by integral part of the aeroplane structure must also
the aeroplane structure, a pressure of 24 kPa. be ventilated and drained.
(b) For each integral tank, the pressure (c) No fuel tank may be on the engine side
developed during the maximum limit of the firewall. There must be at least 13 mm of
acceleration of the aeroplane with a full tank, clearance between the fuel tank and the firewall.
with simultaneous application of the critical limit No part of the engine nacelle skin that lies
structural loads. immediately behind a major air opening from the
(c) For each non-metallic tank with walls engine compartment may act as the wall of an
supported by the aeroplane structure and integral tank.
constructed in an acceptable manner using (d) If a fuel tank is installed in the
acceptable basic tank material, and with actual or personnel compartment it must be isolated by
simulated support conditions, a pressure of 14 fume and fuel-proof enclosures that are drained
kPa, for the first tank of a specific design. The and vented to the exterior of the aeroplane. A
supporting structure must be designed for the bladder type fuel cell, if used, must have a
critical loads occurring in the flight or landing retaining shell at least equivalent to a metal fuel
strength conditions combined with the fuel tank in structural integrity.
pressure loads resulting from the corresponding
accelerations. (e) Fuel tanks and fuel system components
must be designed, located, and installed so as to
retain fuel -
CS-VLA 967 Fuel tank installation
(1) Under the inertia forces prescribed
(a) Each fuel tank must be supported so that for the emergency landing conditions in CS-
tank loads are not concentrated. In addition VLA 561; and
(1) There must be pads, if necessary, (2) Under conditions likely to occur
to prevent chafing between each tank and its when an aeroplane lands on a paved runway at
supports; a normal landing speed under each of the
(2) Padding must be non-absorbent or following conditions:
treated to prevent the absorption of fuel;

1E3
 CS-VLA BOOK 1

(i) The aeroplane in a normal (1) Each vent outlet must be located
landing attitude and its landing gear and constructed in a manner that minimizes
retracted. the possibility of its being obstructed by ice or
other foreign matter;
(ii) The must critical landing
gear leg collapsed and the other landing (2) Each vent must be constructed to
gear legs extended. prevent siphoning of fuel during normal
operation;
CS-VLA 969 Fuel tank expansion space (3) The venting capacity must allow
the rapid relief of excessive differences of
Each fuel tank must have an expansion space pressure between the interior and exterior of
of not less than two percent of the tank capacity,
the tank;
unless the tank vent discharges clear of the
aeroplane (in which case no expansion space is (4) Airspaces of tanks with
required). It must be impossible to fill the interconnected outlets must be interconnected;
expansion space inadvertently with the aeroplane
in the normal ground attitude. (5) There may be no undrainable
points in any vent line where moisture can
accumulate with the aeroplane in either the
CS-VLA 971 Fuel tank sump ground or level flight attitudes;
(a) Each fuel tank must have a sump with (6) No vent may terminate at a point
an effective capacity, in the normal ground and where the discharge of fuel from the vent
flight attitudes, of 010% of the tank capacity, or outlet will constitute a fire hazard or from
120 cm3, whichever is the greater, unless which fumes may enter personnel
(1) The fuel system has a sediment compartments; and
bowl or chamber that is accessible for (7) Vents must be arranged to prevent
drainage and has a capacity of 25 cm3. the loss of fuel, except fuel discharged
(2) Each fuel tank outlet is located so because of thermal expansion, when the
that in the normal ground attitude, water will aeroplane is parked in any direction on a ramp
drain from all parts of the tank to the sediment having a 1% slope.
bowl or chamber. (b) Each carburettor with vapour
(b) Each sump, sediment bowl, and elimination connections and each fuel injection
sediment chamber drain required by sub- engine employing vapour return provisions must
paragraph (a) of this paragraph must comply have a separate vent line to lead vapours back to
with the drain provisions of CS-VLA 999 (b)(1), the top of one of the fuel tanks. If there is more
(2) and (3). than one tank and it is necessary to use these
tanks in a definite sequence for any reason, the
vapour vent line must lead back to the fuel tank
CS-VLA 973 Fuel tank filler connection to be used first, unless the relative capacities of
(a) Fuel tank filler connections must be the tanks are such that return to another tank is
located outside the personnel compartment. preferable.
Spilled fuel must be prevented from entering the
fuel tank compartment or any part of the CS-VLA 977 Fuel strainer or filter
aeroplane other than the tank itself.
(a) There must be a fuel filter between the
(b) Each filler cap must provide a fuel-tight tank outlet and the carburettor inlet (or an
seal for the main filler opening. However, there engine-driven fuel pump, if any). This fuel filter
may be small openings in the fuel tank cap for must -
venting purposes or for the purpose of allowing
passage of a fuel gauge through the cap. (1) Have the capacity (with respect to
operating limitations established for the
engine) to ensure that engine fuel system
CS-VLA 975 Fuel tank vents and functioning is not impaired, with the fuel
carburettor vapour vents contaminated to a degree (with respect to
(a) Each fuel tank must be vented from the particle size and density) that is greater than
top part of the expansion space. In addition that established for the engine approval; and
(2) Be easily accessible for draining
and cleaning.

1E4
 CS-VLA BOOK 1

(b) There must be a strainer at the outlet of (4) Each flexible hose must be
each fuel tank. This strainer must approved or must be shown to be suitable for
the particular application.
(1) Have 3 to 6 meshes per cm;
(2) Have a length of at least twice the
CS-VLA 995 Fuel valves and controls
diameter of the fuel tank outlet;
(a) There must be a means to allow the pilot
(3) Have a diameter of at least that of
to rapidly shut off, in flight, the fuel to the
the fuel tank outlet; and
engine.
(4) Be accessible for inspection and
(b) No shut-off valve may be on the engine
cleaning.
side of any firewall. In addition, there must be
means to
FUEL SYSTEM COMPONENTS
(1) Guard against inadvertent operation
of each shut-off valve; and
CS-VLA 991 Fuel pumps
(2) Allow the pilot to reopen each valve
(a) Main pump. For the main pump, the rapidly after it has been closed.
following applies:
(c) Each valve and fuel system control must
For an engine installation having fuel be supported so that loads resulting from its
pumps to supply fuel to the engine, at least operation or from accelerated flight conditions
one pump must be directly driven by the are not transmitted to the lines connected to the
engine and must meet CS-VLA 955. This valve.
pump is a main pump.
(d) Each valve and fuel system control must
(b) Emergency pump. There must be an be installed so that gravity and vibration will not
emergency pump immediately available to affect the selected position.
supply fuel to the engine if the main pump (other
than a fuel injection pump approved as part of an (e) Each fuel valve handle and its
engine) fails. The power supply for the connections to the valve mechanism must have
emergency pump must be independent of the design features that minimise the possibility of
power supply for the main pump. incorrect installation.

(c) Warning means. if both the main pump (f) Each check valve must be constructed,
and emergency pump operate continuously, there or otherwise incorporate provisions, to preclude
must be a means to indicate to the pilot a incorrect assembly or connection of the valve.
malfunction of either pump. (g) Fuel tank selector valves must
(d) Operation of any fuel pump may not (1) Require a separate and distinct
affect engine operation so as to create a hazard, action to place the selector in the OFF
regardless of the engine power or the functional position; and
status of any other fuel pump.
(2) Have the tank selector positions
located in such a manner that it is impossible
CS-VLA 993 Fuel system lines and fittings for the selector to pass through the OFF
(1) Each fuel line must be installed position when changing from one tank to
and supported to prevent excessive vibration another.
and to withstand loads due to fuel pressure
and accelerated flight conditions. CS-VLA 999 Fuel system drains
(2) Each fuel line connected to (a) There must be at least one drain to allow
components of the aeroplane between which safe drainage of the entire fuel system with the
relative motion could exist must have aeroplane in its normal ground attitude.
provisions for flexibility.
(b) Each drain required by sub-paragraph
(3) Each flexible connection in fuel (a) of this paragraph and CS-VLA 971 must
lines that may be under pressure and subjected
to axial loading must use flexible hose (1) Discharge clear of all parts of the
assemblies. aeroplane;

1E5
 CS-VLA BOOK 1

(2) Have manual or automatic means for CS-VLA 1017 Oil lines and fittings
positive locking in the closed position; and
(a) Oil lines must comply with CS-VLA
(3) Have a drain valve 993.
(i) That is readily accessible (b) Breather lines. Breather lines must be
and which can be easily opened and arranged so that
closed; and
(1) Condensed water vapour or oil that
(ii) That is either located or might freeze and obstruct the line cannot
protected to prevent fuel spillage in the accumulate at any point;
event of a landing with landing gear
(2) The breather discharge will not
retracted.
constitute a fire hazard if foaming occurs or
cause emitted oil to strike the pilots wind
OIL SYSTEM shields;
(3) The breather does not discharge
CS-VLA 1011 General into the engine air induction system;
(a) If an engine is provided with an oil (4) The breather outlet is protected
system it must be capable of supplying the against blockage by ice or foreign matter.
engine with an appropriate quantity of oil at a
temperature not exceeding the maximum
CS-VLA 1019 Oil strainer or filter
established as safe for continuous operation.
Each oil strainer or filter in the Powerplant
(b) Each oil system must have a usable installation must be constructed and installed so
capacity adequate for the endurance of the that oil will flow at the normal rate through the
aeroplane. rest of the system with the strainer or filter
(c) If an engine depends upon a fuel/oil element completely blocked.
mixture for lubrication, then a reliable means of
providing it with the appropriate mixture must be CS-VLA 1021 Oil system drains
established. (See AMC VLA 1011 (c).)
A drain (or drains) must be provided to allow
safe drainage of the oil system. Each drain must
CS-VLA 1013 Oil tanks have means for positive locking in the closed
(a) Each oil tank must be installed to position.

(1) Meet the requirements of CS-VLA

967 (a), (b) and (d); and CS-VLA 1023 Oil radiators

(2) Withstand any vibration, inertia Each oil radiator and its supporting structures
must be able to withstand the vibration, inertia,
and fluid loads expected in operation.
and oil pressure loads to which it would be
(b) The oil level must be easy to check subjected in operation.
without having to remove any cowling parts
(with the exception of oil tank access covers) or
COOLING
having to use any tools.
(c) If the oil tank is installed in the engine
CS-VLA 1041 General
compartment it must be made of fireproof
material except that, if the total oil capacity of The powerplant cooling provisions must be
the system including tanks, lines and sumps is able to maintain the temperatures of Powerplant
less than 5 litres, it may be made of fire resistant components and engine fluids within the
material. temperature limit established by the engine
constructor during all likely operating
conditions.
CS-VLA 1015 Oil tank tests
Oil tanks must be subjected to the tests
specified in CS-VLA 965 for fuel tanks, except
that in the pressure tests a pressure of 35 kPa
must be applied.

1E6
 CS-VLA BOOK 1

CS-VLA 1047 Cooling test procedure LIQUID COOLING

for reciprocating engine
aeroplanes
CS-VLA 1061 Installation
(a) To determine compliance with the
(a) General. Each liquid-cooled engine
requirement of CS-VLA 1041, a cooling test
must have an independent cooling system
must be carried out as follows:
(including coolant tank) installed so that
(1) Engine temperatures must be
(1) Each coolant tank is supported so
stabilised in flight with the engine at not less
that tank loads are distributed over a large
than 75% of maximum continuous power.
part of the tank surface;
(2) After temperatures have stabilised,
(2) There are pads between the tank
a climb must be begun at the lowest practical
and its supports to prevent chafing; and
altitude and continued for one minute with the
engine at take-off power. (3) No air or vapour can be trapped in
any part of the system, except the expansion
(3) At the end of one minute, the
tank, during filling or during operation.
climb must be continued at maximum
continuous power for at least 5 minutes after Padding must be nonabsorbent or must be treated
the occurrence of the highest temperature to prevent the absorption of flammable fluids.
recorded.
(b) Coolant tank
(4) For supercharged engines, the (1) Each coolant tank must be able to
supercharger must be operated through that withstand the vibration, inertia, and fluid
part of climb profile for which operation with loads to which it may be subjected in
the supercharger is requested and in a manner operation;
consistent with its intended operation.
(2) Each coolant tank must have an
(b) The climb required in sub-paragraph (a) expansion space of at least 10% of the total
of this paragraph must be conducted at a speed cooling system capacity; and
not more than the best rate-of-climb speed with
maximum continuous power. (3) It must be impossible to fill the
expansion space inadvertently with the
(c) The maximum anticipated air aeroplane in the normal ground attitude.
temperature (hot-day conditions) is 38C at sea-
level. Above sea-level, the temperature decreases (c) Filler connection. Each coolant tank
with a temperature gradient of 2C per 1 000 ft, filler connection must be marked as specified in
altitude. If the tests are conducted under CS-VLA 1557 (c). In addition -
conditions deviating from this value, the (1) Spilled coolant must be prevented
recorded temperatures must be corrected from entering the coolant tank compartment
according to sub-paragraph (d) of this paragraph, or any part of the aeroplane other than the
unless a more rational method is applied. tank itself; and
(d) The temperatures of the engine fluids (2) Each recessed coolant filler
and of the powerplant components (with the connection must have a drain that discharges
exception of cylinder barrels) must be corrected clear of the aeroplane.
by adding to them the difference between the
maximum ambient anticipated air temperature (d) Lines und fittings. Each coolant system
and the temperature of the ambient air at the time line and fitting must meet the requirements of
of the first occurrence of the maximum CS-VLA 993, except that the inside diameter of
component or fluid temperature recorded during the engine coolant inlet and outlet lines may not
the cooling tests. be less than the diameter of the corresponding
engine inlet and outlet connections.
(e) Cylinder barrel temperatures must be
corrected by adding to them 07 times the (e) Radiators. Each coolant radiator must
difference between the maximum ambient be able to withstand any vibration, inertia, and
atmospheric temperature and the temperature of coolant pressure load to which it may normally
the ambient air at the time of the first occurrence be subjected. In addition
of the maximum cylinder barrel temperature (1) Each radiator must be supported to
recorded during the cooling test. allow expansion due to operating

1E7
 CS-VLA BOOK 1

temperatures and prevent the transmittal of 50C with the engine at 75% of maximum
harmful vibration to the radiator; and continuous power;
(2) If flammable coolant is used, the (2) Each aeroplane with an altitude
air intake duct to the coolant radiator must be engine using a conventional venturi
located so that (in case of fire) flames from carburettor has a preheater that can provide a
the nacelle cannot strike the radiator. heat rise of 67C with the engine at 75% of
maximum continuous power;
(f) Drains. There must be an accessible
drain that (3) Each aeroplane with an altitude
engine using a carburettor tending to prevent
(1) Drains the entire cooling system
icing has a preheater that, with the engine at
(including the coolant tank, radiator, and the
60% of maximum continuous power, can
engine) when the aeroplane is in the normal
provide a heat rise of 56C;
ground attitude;
(4) Each aeroplane with a sea-level
(2) Discharges clear of the entire
engine using a carburettor tending to prevent
aeroplane; and
icing has a sheltered alternate source of air
(3) Has means to positively lock it with a preheat of not less than that provided
closed. by the engine cooling air downstream of the
cylinders.
CS-VLA 1063 Coolant tank tests (b) For aeroplanes with a reciprocating
engine having a supercharger to pressurise the
Each coolant tank must be tested under CS-
air before it enters the carburettor, the heat rise
VLA 965, except that the test required by CS-
in the air caused by that supercharging at any
VLA 965 (a)(l) must be replaced with a similar
altitude may be utilised in determining
test using the sum of the pressure developed
compliance with sub-paragraph (a) of this
during the maximum ultimate acceleration with a
paragraph if the heat rise utilised is that which
full tank or a pressure of 24 kPa, whichever is
will be available, automatically, for the
greater, plus the maximum working pressure of
applicable altitudes and operating condition
the system.
because of supercharging.

INDUCTION SYSTEM
CS-VLA 1101 Carburettor air preheater
design
CS-VLA 1091 Air induction
Each carburettor air preheater must be
(a) The air induction system must supply designed and constructed to -
the air required by the engine under the
(a) Ensure ventilation of the preheater when
operating conditions for which certification is
the engine is operated in cold air;
requested.
(b) Allow inspection of the exhaust
(b) Primary air intakes may open within the
manifold parts that it surrounds; and
cowling if that part of the cowling is isolated
from the engine accessory section by a fire- (c) Allow inspection of critical parts of the
resistant diaphragm or if there are means to preheater itself.
prevent the emergence of backfire flames.
CS-VLA 1103 Induction system ducts
CS-VLA 1093 Induction system icing
(a) Each induction system duct must have a
protection
drain to prevent the accumulation of fuel or
(a) The reciprocating engine air induction moisture in the normal ground and flight
system must have means to prevent and attitudes. No drain may discharge where it will
eliminate icing. Unless this is done by other cause a fire hazard.
means, it must be shown that, in air free of
(b) Each duct connected to components
visible moisture at a temperature of -1C
between which relative motion could exist, must
(1) Each aeroplane with a sea-level have means for flexibility.
engine using a conventional venturi carburetor
has a preheater that can provide a heat rise of

1E8
 CS-VLA BOOK 1

CS-VLA 1105 Induction system screens (c) Parts of the manifold connected to
components between which relative motion
If induction system screens are used
could exist must have means for flexibility.
(a) Each screen must be upstream of the
carburettor;
CS-VLA 1125 Exhaust heat exchangers
(b) If the screen is located in any part of the
For reciprocating engine powered aeroplanes
air induction system that is the only passage
the following apply:
through which air can reach the engine, means
must be furnished to avoid and eliminate (a) Each exhaust heat exchanger must be
formation of ice. (See AMC VLA 1105 (b).); and constructed and installed to withstand the
vibration, inertia. and other loads that it may be
(c) It must be impossible for fuel to strike
subjected to in normal operation. In addition -
any screen.
(1) Each exchanger must be suitable for
continued operation at high temperatures and
EXHAUST SYSTEM
resistant to corrosion from exhaust gases;
(2) There must be means for
CS-VLA 1121 General
inspection of critical parts of each exchanger;
(a) Each exhaust system must ensure safe and
disposal of exhaust gases without fire hazard or
(3) Each exchanger must have cooling
carbon monoxide contamination in the personnel
provisions wherever it is subject to contact
compartment.
with exhaust gases.
(b) Each exhaust system part with a surface
(b) Each heat exchanger used for heating
hot enough to ignite flammable fluids or vapours
ventilating air must be constructed so that
must be located or shielded so that leakage from
exhaust gases may not enter the ventilating air.
any system carrying flammable fluids or vapours
will not result in a fire caused by impingement of
the fluids or vapours on any part of the exhaust POWERPLANT CONTROLS AND
system including shields for the exhaust system. ACCESSORIES
(c) Each exhaust system component must be
separated by fireproof shields from adjacent CS-VLA 1141 General
flammable parts of the aeroplane that are outside
(a) Each control must be able to maintain
the engine compartment.
any necessary position without
(d) No exhaust gases may discharge
(1) Constant attention by the pilot; or
dangerously near any fuel or oil system drain.
(2) Tendency to creep due to control
(e) Each exhaust system component must be
loads or vibration.
ventilated to prevent points of excessively high
temperature. (b) Each control must be able to withstand
operating loads without failure or excessive
(f) Each exhaust heat exchanger must
deflection.
incorporate means to prevent blockage of the
exhaust port after any internal heat exchanger (c) The portion of each powerplant control
failure. located in the engine compartment that is
required to be operated in the event of fire must
CS-VLA 1123 Exhaust manifold
be at least fire resistant.

(a) Each exhaust manifold must be fireproof (d) Powerplant valve controls located in the
and corrosion-resistant, and must have means to cockpit must have
prevent failure due to expansion by operating (1) For manual valves, positive stops
temperatures. or in the case of fuel valves suitable index
(b) Each exhaust manifold must be provisions, in the open and closed position;
supported to withstand the vibration and inertia and
loads to which it may be subjected in operation. (2) For power-assisted valves, a
means to indicate to the pilot when the valve

1E9
 CS-VLA BOOK 1

(i) Is in the fully open or fully CS-VLA 1165 Engine ignition systems
closed position; or
(a) Each battery ignition system must be
(ii) Is moving between the fully supplemented by a generator that is
open and fully closed position. automatically available as an alternate source of
electrical energy to allow continued engine
operation if any battery becomes depleted.
CS-VLA 1143 Engine controls
(b) The capacity of batteries and generators
(a) The power or supercharger control must
must be large enough to meet the simultaneous
give a positive and immediate responsive means
demands of the engine ignition system and the
of controlling its engine or supercharger.
greatest demands of any electrical system
(b) If a power control incorporates a fuel components that draw from the same source.
shut-off feature, the control must have a means
(c) The design of the engine ignition system
to prevent the inadvertent movement of the
must account for -
control into the shut-off position. The means
must - (1) The condition of an inoperative
generator;
(1) Have a positive lock or stop at the
idle position; and (2) The condition of a completely
depleted battery with the generator running at
(2) Require a separate and distinct
its normal operating speed; and
operation to place the control in the shut-off
position. (3) The condition of a completely
depleted battery with the generator operating
at idling speed if there is only one battery.
CS-VLA 1145 Ignition switches
(d) There must be means to warn the pilot if
(a) Each ignition circuit must be
malfunctioning of any part of the electrical
independently switched, and must not require the
system is causing the continuous discharge of
operation of any other switch for it to be made
any battery used for engine ignition.
operative.
(b) Ignition switches must be arranged and
POWERPLANT FIRE PROTECTION
designed to prevent inadvertent operation.
(c) The ignition switch must not be used as
CS-VLA 1182 Nacelle areas behind firewalls
the master switch for other circuits.
Components, lines, and fittings, located
behind the engine-compartment firewall must be
CS-VLA 1147 Mixture control constructed of such materials and located at such
The control must require a separate and distances from the firewall that they will not
distinct operation to move the control toward suffer damage sufficient to endanger the
lean or shut-off position. aeroplane if a portion of the engine side of the
firewall is subjected to a flame temperature of
not less than 1100C for 15 minutes. This may
CS-VLA 1163 Powerplant accessories be shown by test or analysis.
(a) Each engine-driven accessory must
(1) Be satisfactory for mounting on CS-VLA 1183 Lines, fittings and
the engine concerned; components

(2) Use the provisions on the engine (a) Except as provided in sub-paragraph (b)
for mounting; and of this paragraph, each component, line, and
fitting carrying flammable fluids, gas, or air in
(3) Be sealed to prevent any area subject to engine fire conditions must
contamination of the engine oil system and be at least fire resistant, except that flammable
the accessory system. fluid tanks and supports which are part of and
(b) Electrical equipment subject to arcing or attached to the engine must be fireproof or be
sparking must be installed to minimise the enclosed by a fireproof shield unless damage by
probability of contact with any flammable fluids fire to any non-fireproof part will not cause
or vapours that might be present in a free state. leakage or spillage of flammable fluid.
Components must be shielded or located so as to

1E10
 CS-VLA BOOK 1

safeguard against the ignition of leaking (3) Steel or copper base alloy firewall
flammable fluid. Flexible hose assemblies (hose fittings.
and end fittings) must be approved. However, if
(f) Compliance with the criteria for
the total capacity of the oil system, including
fireproof materials or components must be
tanks, lines and sumps is less than 5 litres, the
shown as follows:
components of this system need only be fire
resistant. (1) The flame to which the materials
or components are subjected must be 1100
(b) Sub-paragraph (a) of this paragraph does
25C.
not apply to -
(2) Sheet materials approximately 64
(1) Lines, fittings, and components
cm2 must be subjected to the flame from a
which are already approved as part of a type
suitable burner.
certificated engine; and
(3) The flame must be large enough to
(2) Vent and drain lines, and their
maintain the required test temperature over an
fittings whose failure will not result in, or add
area approximately 13 mm square.
to, a fire hazard.
(4) Firewall materials and fittings
must resist penetration for at least 15 minutes.
CS-VLA 1191 Firewalls
(a) The engine must be isolated from the
CS-VLA 1193 Cowling and nacelle
rest of the aeroplane by a firewall, shroud or
equivalent means. (a) Each cowling must be constructed and
supported so that it can resist any vibration,
(b) The firewall or shroud must be
inertia, and air loads to which it may be
constructed so that no hazardous quantity of
subjected in operation.
liquid, gas or flame can pass from the engine
compartment to other parts of the aeroplane. (b) There must be means for rapid and
complete drainage of each part of the cowling in
(c) Each opening in the firewall or shroud
the normal ground and flight attitudes. No drain
must be sealed with close fitting, fireproof
may discharge where it will cause a fire hazard.
grommets, bushings, or firewall fittings.
(c) Cowling must be at least fire resistant.
(d) The firewall and shroud must be
fireproof and protected against corrosion. (d) Each part behind an opening in the
engine compartment cowling must be at least fire
(e) The following materials are accepted as
resistant for a distance of at least 60 cm aft of the
fireproof, when used in firewalls or shrouds,
opening.
without being tested:
(e) Each part of the cowling subjected to
(1) Stainless steel sheet, 038 mm
high temperatures due to its nearness to exhaust
thick;
system ports or exhaust gas impingement, must
(2) Mild steel sheet (coated with be fireproof.
aluminium or otherwise protected against
corrosion) 0.5 mm thick; and

1E11
 CS-VLA BOOK 1

SUBPART F EQUIPMENT

GENERAL temperature for which the limitation is

established unless it is shown that the limitation
will not be exceeded in all intended operations;
CS-VLA 1301 Function and installation
and
Each item of installed equipment must
(j) A coolant temperature indicator for
(a) Be of a kind and design appropriate to liquid-cooled engines.
its intended function;
(b) Be labelled as to its identification, CS-VLA 1307 Miscellaneous equipment
function, or operating limitations, or any There must be an approved seat for each
applicable combination of these factors; occupant.
(c) Be installed according to limitations
specified for that equipment; and CS-VLA 1309 Equipment, systems, and
(d) Function properly when installed. installations
The equipment, systems, and installations
CS-VLA 1303 Flight and navigation must be designed to minimise hazards to the
instruments aeroplane in the event of a probable malfunction
or failure.
The following are required flight and
navigational instruments:
INSTRUMENTS : INSTALLATION
(a) An airspeed indicator;
(b) An altimeter; CS-VLA 1321 Arrangement and
(c) A magnetic direction indicator. visibility
Each flight, navigation, and powerplant
CS-VLA 1305 Powerplant instruments instrument must be clearly arranged and plainly
visible to each pilot.
The following are required powerplant
instruments:
CS-VLA 1322 Warning, caution, and
(a) A fuel quantity indicator for each fuel
advisory lights
tank. (See AMC VLA 1305 (a));
If warning, caution, or advisory lights are
(b) An oil pressure indicator or a low oil
installed in the cockpit, they must be
pressure warning for the engine except for
engines with no oil pressure systems and for the (a) Red, for warning lights (lights
super charger oil system if it is separate from indicating a hazard which may require
other oil systems; immediate corrective action);
(c) An oil temperature indicator except for (b) Amber, for caution lights (lights
two-stroke engines; indicating the possible need for future corrective
action);
(d) A tachometer;
(c) Green, for safe operation lights; and
(e) A cylinder head temperature indicator for
each air cooled engine with cowl flaps; (d) Any other colour, including white, for
lights not described in sub-paragraphs (a) to (c)
(f) A fuel pressure indicator or a low fuel
of this paragraph, provided the colour differs
pressure warning for pump-fed engines;
sufficiently from the colours prescribed in
(g) A manifold pressure indicator for an subparagraphs (a) to (c) of this paragraph to
engine with variable pitch propeller, or avoid possible confusion.
supercharger;
(h) An oil quantity indicator for each tank, CS-VLA 1323 Airspeed indicating
e.g. dipstick; system
(i) For supercharger installations, if (a) The airspeed indicating system must be
limitations are established for either carburettor calibrated to indicate true airspeed at sea-level in
air inlet temperature or exhaust gas temperature, standard atmosphere with a maximum pitot-static
indicators must be furnished for each

1F1
 CS-VLA BOOK 1

error not exceeding 8 km/h or 5% whichever (b) Each gyroscopic instrument must be
is greater, through the following speed range: installed so as to prevent malfunction due to
rain, oil and other detrimental elements; and
(1) 13 VS1 to VNE, with wing-flaps
retracted. (c) There must be a means to indicate the
adequacy of the power being supplied to the
(2) 1.3 VS1 to VFE, with wing-flaps
instruments.
extended.
(b) Calibration must be made in flight.
CS-VLA 1337 Powerplant instruments
(c) The airspeed indicating system must be
(a) Instruments and instrument lines
suitable for speeds between VS0 and at least 105
times VNE. (1) Each powerplant instrument line
must meet the requirements of CS-VLA 993.
CS-VLA 1325 Static pressure system (2) Each line carrying flammable
fluids under pressure must -
(a) Each instrument provided with static
pressure case connections must be so vented that (i) Have restricting orifices or
the influence of aeroplane speed, the opening other safety devices at the source of
and closing of windows, moisture or other pressure to prevent the escape of
foreign matter, will not significantly affect the excessive fluid if the line fails; and
accuracy of the instruments.
(ii) Be installed and located so
(b) The design and installation of a static that the escape of fluids would not
pressure system must be such that - create a hazard.
(1) Positive drainage of moisture is (3) Each powerplant instrument that
provided; utilises flammable fluids must be installed and
located so that the escape of fluid would not
(2) Chafing of the tubing, and
create a hazard.
excessive distortion or restriction at bends in
the tubing, is avoided; and (b) Fuel quantity indicator. There must be a
means to indicate to the pilot the quantity of fuel
(3) The materials used are durable,
in each tank during flight. In addition -
suitable for the purpose intended, and
protected against corrosion. (1) Each fuel quantity indicator must
be calibrated to read 'zero' during level flight
when the quantity of fuel remaining in the
CS-VLA 1327 Magnetic direction
tank is equal to the unusable fuel supply
indicator
determined under CS-VLA 959;
(a) The magnetic direction indicator
(2) Each exposed sight gauge used as
required must be installed so that its accuracy is
a fuel quantity indicator must be protected
not excessively affected by the aeroplane's
against damage;
vibration or magnetic fields.
(3) Each sight gauge that forms a trap
(b) The compensated installation must not
in which water can collect and freeze must
have a deviation in level flight, greater than 10
have means to allow drainage on the ground;
on any heading except that when radio is trans-
mitting the deviation may exceed 10but must (4) Tanks with interconnected outlets
not exceed 15. and airspaces may be considered as one tank
and need not have separate indicators.
CS-VLA 1331 Instruments using a (c) Fuel flowmeter system. If a fuel
power supply flowmeter system is installed, each metering
component must have a means to by-pass the
For each aeroplane -
fuel supply if malfunctioning of that component
(a) Each gyroscopic instrument must derive severely restricts fuel flow.
its energy from power sources adequate to
maintain its required accuracy at any speed
above the best rate-of-climb speed;

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 CS-VLA BOOK 1

ELECTRICAL SYSTEMS AND the connection between the alternator and its
EQUIPMENT battery.
(c) Generating system. There must be at
CS-VLA 1351 General least one generator if the electrical system
supplies power to load circuits essential for safe
(a) Electrical system capacity. Each operation. In addition
electrical system must be adequate for the
intended use. In addition (1) Each generator must be able to
deliver its continuous rated power;
(1) Electric power sources, their
transmission cables, and their associated (2) Generator voltage control
control and protective devices, must be able to equipment must be able to dependably
furnish the required power at the proper regulate the generator output within rated
voltage to each load circuit essential for safe limits;
operation; and (3) Each generator must have a
(2) Compliance with sub-paragraph reverse current cut out designed to disconnect
(a)(l) of this paragraph must be shown by an the generator from the battery and from the
electrical load analysis, or by electrical other generators when enough reverse current
measurements, that account for the electrical exists to damage that generator;
loads applied to the electrical system in (4) There must be a means to give
probable combinations and for probable immediate warning to the pilot of a failure of
durations. any generator; and
(b) Functions. For each electrical system, (5) Each generator must have an
the following apply: overvoltage control designed and installed to
(1) Each system, when installed, must prevent damage to the electrical system, or to
be equipment supplied by the electrical system,
that could result if that generator were to
(i) Free from hazards in itself, develop an overvoltage condition.
in its method of operation, and in its
effects on other parts of the aeroplane; (d) Instruments. There must be a means to
indicate to the pilot that the electrical power
(ii) Protected from fuel, oil, supplies are adequate for safe operation. For
water, other detrimental substances, and direct current systems, an ammeter in the battery
mechanical damage; and feeder may be used.
(iii) So designed that the risk of (e) Fire resistance. Electrical equipment
electrical shock to occupants and ground must be so designed and installed that in the
personnel is reduced to a minimum. event of a fire in the engine compartment, during
(2) Electric power sources must which the surface of the firewall adjacent to the
function properly when connected in fire is heated to ll00C for 5 minutes or to a
combination or independently, except that lesser temperature substantiated by the applicant,
alternators may depend on a battery for initial the equipment essential to continued safe
excitation or for stabilisation. operation and located behind the firewall will
function satisfactorily and will not create an
(3) No failure or malfunction of any additional fire hazard. This may be shown by test
electric power source may impair the ability or analysis.
of any remaining source to supply load
circuits essential for safe operation, except (f) External power. If provisions are made
that the operation of an alternator that for connecting external power to the aeroplane,
depends on a battery for initial excitation or and that external power can be electrically
for stabilisation may be stopped by failure of connected to equipment other than that used for
that battery. engine starting, means must be provided to
ensure that no external power supply having a
(4) Each electric power source control reverse polarity, or a reverse phase sequence, can
must allow the independent operation of each supply power to the aeroplane's electrical
source, except that controls associated with system.
alternators that depend on a battery for initial
excitation or for stabilisation need not break

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 CS-VLA BOOK 1

CS-VLA 1353 Storage battery design CS-VLA 1357 Circuit protective devices
and installation
(a) Protective devices, such as fuses or
(a) Each storage battery must be designed circuit breakers, must be installed in all electrical
and installed as prescribed in this paragraph. circuits other than
(b) Safe cell temperatures and pressures (1) The main circuit of starter motors;
must be maintained during any probable and
charging and discharging condition. No
(2) Circuits in which no hazard is
uncontrolled increase in cell temperature may
presented by their omission.
result when the battery is recharged (after
previous complete discharge) (b) A protective device for a circuit
essential to flight safety may not be used to
(1) At maximum regulated voltage or
protect any other circuit.
power;
(c) Each resettable circuit protective device
(2) During a flight of maximum
(trip free device in which the tripping
duration; and
mechanism cannot be overridden by the
(3) Under the most adverse cooling operating control) must be designed so that
condition likely to occur in service.
(1) A manual operation is required to
(c) Compliance with sub-paragraph (b) of restore service after tripping; and
this paragraph must be shown by tests unless
(2) If an overload or circuit fault
experience with similar batteries and
exists, the device will open the circuit
installations has shown that maintaining safe cell
regardless of the position of the operating
temperatures and pressures presents no problem.
control.
(d) No explosive or toxic gases emitted by
(d) If the ability to reset a circuit breaker or
any battery in normal operation, or as the result
replace a fuse is essential to safety in flight, that
of any probable malfunction in the charging
circuit breaker or fuse must be so located and
system or battery installation, may accumulate in
identified that it can be readily reset or replaced
hazardous quantities within the aeroplane.
in flight.
(e) No corrosive fluids or gases that may
(e) If fuses are used, there must be one
escape from the battery may damage surrounding
spare of each rating, or 50% spare fuses of each
structures or adjacent essential equipment.
rating, whichever is greater.
(f) Each nickel cadmium battery
installation capable of being used to start an
CS-VLA 1361 Master switch
engine or auxiliary power unit must have
arrangement
provisions to prevent any hazardous effect on
structure or essential systems that may be caused (a) There must be a master switch or
by the maximum amount of heat the battery can switches arranged to allow ready disconnection
generate during a short circuit of the battery or of all electric power sources. The point of
of its individual cells. disconnection must be adjacent to the sources
controlled by the switch.
(g) Nickel cadmium battery installations
capable of being used to start an engine or (b) The master switch arrangement must be
auxiliary power unit must have so installed that it is easily discernible and
accessible to the pilot in flight.
(1) A system to control the charging
rate of the battery automatically so as to
prevent battery overheating; CS-VLA 1365 Electric cables and
equipment
(2) A battery temperature sensing and
over-temperature warning system with a (a) Each electric connecting cable must be
means for disconnecting the battery from its of adequate capacity.
charging source in the event of an over-
(b) Each cable and associated equipment
temperature condition; or
that would overheat in the event of circuit
(3) A battery failure sensing and overload or fault must be at least flame resistant
warning system with a means for and may not emit dangerous quantities of toxic
disconnecting the battery from its charging fumes.
source in the event of battery failure.

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 CS-VLA BOOK 1

CS-VLA 1367 Switches (c) There must be means to prevent

excessive pressure resulting from fluid
Each switch must be
volumetric changes.
(a) Able to carry its rated current;
(d) Tests. It must be shown by tests that
(b) Constructed with enough distance or
(1) The system is fully efficient when
insulating material between current carrying
it has to transmit the maximum pilot force to
parts and the housing so that vibration in flight
which it can be submitted.
will not cause shorting;
(2) There is no permanent
(c) Accessible to the pilot; and
deformation or leakage, when the system is
(d) Labelled as to operation and the circuit submitted to the maximum pilot force. (See
controlled. CS-VLA 405.) (See AMC VLA 1436.)

LIGHTS

CS-VLA 1384 External lights

If external lights are installed they must
comply with the applicable sub-paragraphs of
paragraph 23.1385 to 23.1401, of CS-23.

SAFETY EQUIPMENT

CS-VLA 1411 General

(a) When safety equipment is installed it
must be readily accessible; and
(b) Stowage provisions for that equipment
must be furnished and must
(1) Be arranged so that the equipment
is directly accessible and its location is
obvious; and
(2) Protect the safety equipment from
damage caused by being subjected to the
inertia loads specified in CS-VLA 561.

MISCELLANEOUS EQUIPMENT

CS-VLA 1431 Electronic equipment

Electronic equipment and installations must
be free from hazards in themselves, in their
method of operation, and in their effects on other
components.

CS-VLA 1436 Hydraulic manually-

powered brake systems
(a) Each hydraulic manually-powered brake
system and its elements must withstand without
yielding, the structural loads expected, in
addition to hydraulic loads.
(b) A means to verify the quantity of
hydraulic fluid in the system must be provided.

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 CS-VLA BOOK 1

SUBPART G OPERATING LIMITATIONS AND INFORMATION

CS-VLA 1501 General (b) Additional combinations of flap setting,

airspeed, and engine power may be established if
(a) Each operating limitation specified in
the structure has been proven for the
CS-VLA 1505 to 1525 and other limitations and
corresponding design conditions.
information necessary for safe operation must be
established.
CS-VLA 1519 Weight and centre of gravity
(b) The operating limitations and other
information necessary for safe operation must be The weight and centre of gravity limitations
made available to the pilot as prescribed in CS- determined under CS-VLA 23 must be
CS 1541 to 1589. established as operating limitations.

CS-VLA 1505 Airspeed limitations CS-VLA 1521 Powerplant limitations

(a) The never-exceed speed VNE must be (a) General. The powerplant limitations
established so that it is prescribed in this paragraph must be established
so that they do not exceed the corresponding
(1) Not less than 09 times the limits for which the engine or propeller is type
minimum value of VD allowed under CS-VLA certificated.
335; and
(b) Take-off operation. The Powerplant
(2) Not more than the lesser of take-off operation must be limited by
(i) 09 VD established under CS- (1) The maximum rotational speed
VLA 335; or power;
(ii) 09 times the maximum (2) The maximum allowable manifold
speed shown under CS-VLA 251. pressure for aeroplanes equipped with a
(b) The maximum structural cruising speed variable pitch propeller or supercharger;
VNO must be established so that it is (3) The time limit for the use of the
(1) Not less than the minimum value power or thrust corresponding to the
of VC allowed under CS-VLA 335; and limitations established in sub-paragraphs (b)(l)
and (b)(2) of this paragraph; and
(2) Not more than the lesser of
(4) If the time limit in sub-paragraph
(i) VC established under CS- (b)(3) of this paragraph exceeds two minutes,
VLA 335; or the maximum allowable cylinder head (as
(ii) 089 VNE established under applicable), liquid coolant, and oil
sub-paragraph (a) of this paragraph. temperatures.
(c) Continuous operation. The continuous
CS-VLA 1507 Manoeuvring speed operation must be limited by
The manoeuvring speed VA, determined under (1) The maximum rotational speed;
CS-VLA 335, must be established as an
(2) The maximum allowable manifold
operating limitation.
pressure for aeroplanes equipped with a
variable pitch propeller or supercharger;
CS-VLA 1511 Flap extended speed
(3) The maximum allowable cylinder
(a) The flap extended speed VFE must be head, oil, and liquid coolant temperatures.
established so that it is
(d) Fuel grade. The minimum fuel grade
(1) Not less than the minimum value must be established so that it is not less than that
of VF allowed in CS-VLA 345 and 457; and required for the operation of the engine within
the limitations in sub-paragraphs (b) and (c) of
(2) Not more than the lesser of
this paragraph.
(i) VF established under CS-
VLA 345; or
CS-VLA 1525 Kinds of operation
(ii) VF established under CS-
The kinds of operation to which the aeroplane
VLA 457. is limited are established by the category in

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 CS-VLA BOOK 1

which it is eligible for certification and by the (s) Instructions for weighing the aircraft
installed equipment. and determining the actual centre of gravity.

CS-VLA 1529 Maintenance manual MARKINGS AND PLACARDS

A maintenance manual containing the
information that the applicant considers essential CS-VLA 1541 General
for proper maintenance must be provided. At
least the following must be considered in (a) The aeroplane must contain
developing the essential information: (1) The markings and placards
(a) Description of systems; specified in CS-VLA 1545 to 1567; and

(b) Lubrication instructions setting forth the (2) Any additional information,
frequency and the lubricants and fluids which are instrument markings, and placards required
to be used in the various systems; for the safe operation if it has unusual design,
operating, or handling characteristics.
(c) Pressures and electrical loads applicable
to the various systems; (b) Each marking and placard prescribed in
sub-paragraph (a) of this paragraph
(d) Tolerances and adjustments necessary
for proper functioning of the aeroplane; (1) Must be displayed in a
conspicuous place; and
(e) Methods of levelling, jacking, raising,
and ground towing; (2) May not be easily erased,
disfigured, or obscured.
(f) Methods of balancing control surfaces,
and maximum permissible values of play at (c) The units of measurement used on
hingepins and control circuit backlash; placards must be the same as those used on the
indicators.
(g) Identification of primary and secondary
structures;
CS-VLA 1543 Instrument markings: general
(h) Frequency and extent of inspections
necessary for proper maintenance of the For each instrument
aeroplane; (a) When markings are on the cover glass of
(i) Special repair methods applicable to the the instrument, there must be means to maintain
aeroplane; the correct alignment of the glass cover with the
face of the dial; and
(j) Special inspection techniques;
(b) Each arc and line must be wide enough
(k) List of special tools; and located to be clearly visible to the pilot.
(1) Statement of service life .limitations
(replacement or overhaul) of parts, components CS-VLA 1545 Airspeed indicator
and accessories subject to such limitations,
unless those limitations are given in documents (a) Each airspeed indicator must be marked
referred to in (m); as specified in subparagraph (b) of this
paragraph, with the marks located at the
(m) List of maintenance documents for corresponding indicated airspeed.
parts, components and accessories approved
independently of the aeroplane; (b) The following markings must be made:

(n) The materials necessary for small (1) For the never-exceed speed VNE, a
repairs. radial red line.

(o) Care and cleaning recommendations; (2) For the caution range, a yellow arc;
' extending from the red line specified in sub-
(p) List of placards and markings and their paragraph (b)(l) of this paragraph to the upper
locations; limit of the green arc specified in sub-
(q) Instructions for rigging and de-rigging; paragraph (b)(3) of this paragraph.

(r) Information on supporting points and (3) For the normal operating range, a
means to prevent damage. during ground green arc with the lower limit at VS1 with
transport, rigging and de-rigging; and maximum weight and with landing gear and
wing flaps retracted, and the upper limit at the

1G2
 CS-VLA BOOK 1

maximum structural cruising speed VNO (b) Each. secondary control must be
established under CS-VLA 1505 (b). suitably marked.
(4) For the flap operating range, a (c) For powerplant fuel controls
white arc with the lower limit at VSO at the
(1) Each fuel tank selector control
maximum weight and the upper limit at the
must be marked to indicate the position
flaps-extended speed VFE established under
corresponding to each tank and to each
CS- VLA 1511.
existing cross feed position;
(2) If safe operation requires the use
CS-VLA 1547 Magnetic direction indicator
of any tanks in a specific sequence, that
(a) A placard meeting the requirements of sequence must be marked on or near the
this section must be installed on or near the selector for those tanks;
magnetic direction indicator.
(3) The conditions under which the
(b) The placard must show the calibration full amount of usable fuel in any restricted
of the instrument in level flight with the engine usage fuel tank can safely be used must be
operating. stated on a placard adjacent to the selector
valve for that tank.
(c) The placard must state whether the
calibration was made with radio receivers on or (d) For accessory, auxiliary, and emergency
off. controls
(d) Each calibration reading must be in (1) If retractable landing gear is used
terms of magnetic headings in not more than the indicator required by CS-VLA 729 must
30increments. be marked so that the pilot can, at any time
ascertain that the wheels are secured in the
extreme positions; and
CS-VLA 1549 Powerplant instruments
(2) Each emergency control must be
For each required powerplant instrument, as red and must be marked as to method of
appropriate to the type of instruments
operation.
(a) Each maximum and if applicable,
minimum safe operating limit must be marked
CS-VLA 1557 Miscellaneous markings and
with a red radial or a red line;
placards
(b) Each normal operating range must be
(a) Baggage and cargo compartments, and
marked with a green arc or green line not
ballast location. Each baggage and cargo
extending beyond the maximum and minimum
compartment, and each ballast location, must
safe limits;
have a placard stating any limitations on
(c) Each take-off and precautionary range contents, including weight, that are necessary
must be marked with a yellow arc or a yellow under the loading requirements.
line; and
(b) Fuel and oil filler openings. The
(d) Each engine or propeller range that is following apply:
restricted because of excessive vibration stresses
(1) Fuel filler openings must be
must be marked with red arcs or red lines.
marked at or near the filler cover with the
minimum fuel grade, fuel designation, fuel
CS-VLA 1551 Oil quantity indicator capacity of the tank, and for each 2-stroke
engine without a separate oil system, fuel/oil
Each oil quantity indicator must be marked to
mixture ratio.
clearly indicate the maximum and minimum
quantity of oil that is acceptable. (2) Oil filler openings must be marked
at or near the filler cover:

CS-VLA 1555 Control markings

(i) With the grade; and

(a) Each cockpit control, other than primary (ii) If the oil is detergent or non-
flight controls and simple push button type detergent.
starter switches, must be plainly marked as to its (c) Fuel tanks. The usable fuel capacity in
function and method of operation. volumetric units of each tank must be marked at
the selector and on the fuel quantity indicator.

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 CS-VLA BOOK 1

(d) When an emergency exit is provided in (3) A list of effective pages, with
compliance with CS-VLA 807, each operating identification of those containing approved
control must be red. The placards must be near information according to sub-paragraph (b) of
each control and must clearly indicate its method this paragraph.
of operation.
(b) Approved information. Each part of the
(e) The system voltage of each direct Flight Manual containing information prescribed
current installation must be clearly marked in CS-VLA 1583 to 1587 (a) must be limited to
adjacent to its external power connection. such information and must be approved,
identified and clearly distinguished from each
other part of the Flight Manual. All Manual
CS-VLA 1559 Operating limitations placards
material must be of a type that is not easily
The following placards must be plainly visible erased, disfigured or misplaced, and it must be in
to the pilot: the form of individual sheets capable of being
(a) A placard stating the following inserted in a Manual provided by the applicant,
airspeeds (IAS): or in a folder or in any other permanent form.

(1) Design manoeuvring speed, VA; (c) Non-approved information. Non-

approved information must be presented in a
(2) The maximum landing gear manner acceptable to the Agency.
operating speed, VLO.
(d) Units. The units of measurement used in
(b) A placard stating This aeroplane is the Flight Manual must be the same as those
classified as a very light aeroplane approved for used on the indicators.
day VFR only, in non-icing conditions. All
aerobatic manoeuvres including intentional
CS-VLA 1583 Operating limitations
spinning are prohibited. See Flight Manual for
other limitations. (a) Airspeed limitations. The following
information must be furnished
CS-VLA 1561 Safety equipment (1) Information necessary for the
marking of the airspeed limits on the indicator,
(a) When installed, safety equipment must
as required in CS-VLA 1545 and the
be plainly marked as to method of operation; and
significance of the colour coding used on the
(b) Stowage provisions for that equipment indicator.
must be marked for the benefit of occupants.
(2) The speeds VA, VLO, VLE where
appropriate.
AEROPLANE FLIGHT MANUAL AND
(b) Weights. The following information
APPROVED MANUAL MATERIAL
must be furnished:
(1) The maximum weight.
CS-VLA 1581 General
(See AMC VLA 1581) (2) Any other weight limits, if
necessary.
(a) Furnishing information. A Flight
Manual must be furnished with each aeroplane. (c) Centre of gravity. The established c.g.
There must be an appropriate location for limits required by CS-VLA 23 must be
stowage of the Flight Manual aboard the furnished.
aeroplane and each Flight Manual must contain
the following: (d) Manoeuvres. Authorised manoeuvres
established in accordance with CS-VLA 3.
(1) Information required in CS- VLA
1583 to 1589 including the explanation (e) Flight load factors. Manoeuvring load
necessary for their proper use and the factors: the following must be furnished:
significance of the symbols used. (1) The factors corresponding to point
(2) Other information that is necessary A and point C of figure 1 of CS-VLA 333 (b),
for safe operation because of design operating stated to be applicable at VA.
or handling characteristics, including the (2) The factors corresponding to point
effect of rain and insects accumulation on D and point E of figure 1 of CS-VLA 333 (b)
flight characteristics and performances as to be applicable at VNE.
determined under CS-VLA 21 (d).

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 CS-VLA BOOK 1

(3) The factor with wing flaps height, the aeroplane configuration (if
extended as specified in CS-VLA 345. pertinent), the kind of surface in the tests, and
the pertinent information with respect to cowl
(f) Kinds of operation. The kinds of
fiap position, use of flight path control
operation (day VFR) in which the aeroplane may
devices, and use of the landing gear retraction
be used, must be stated. The minimum
system.
equipment required for the operation must be
listed. (2) The landing distance determined
under CS-VLA 75, the aeroplane
(g) Powerplant limitations. The following
configuration (if pertinent), the kind of
information must be furnished:
surface used in the tests, and the pertinent
(1) Limitation required by CS- VLA information with respect to flap position and
1521. the use of flight path control devices.
(2) Information necessary for marking (3) The steady rate or gradient of
the instruments required by CS-VLA 1549 to climb determined under CS-VLA 65 and 77,
1553. the airspeed, power, and the aeroplane
configuration.
(3) Fuel and oil designation.
(4) The calculated approximate effect
(4) For two-stroke engines, fuel/oil
on take-off distance (sub-paragraph (a)( 1) of
ratio.
this paragraph), landing distance (sub-
(h) Placards. Placards required by CS-VLA paragraph (a)(2) of this paragraph), and steady
1555 to 1561 must be presented. rates of climb (sub-paragraph (a)(3) of this
paragraph), of variations in altitude and
temperature. (See AMC VLA 1587(a)(4).)
CS-VLA 1585 Operating data and
procedures (5) The maximum atmospheric
temperature at which compliance with the
Information concerning normal and
cooling provisions of CS-VLA 1041 to 1047
emergency procedures and other pertinent
information necessary for safe operation must be is shown.
furnished, including (b) Skiplanes. For skiplanes a statement of
(a) The stall speed in the various the approximate reduction in climb performance
configurations. may be used instead of complete new data for
skiplane configuration, if -
(b) Any loss of altitude more than 30 m or
any pitch attitude more than 30below the (1) The landing gear is fixed in both
horizon occurring during the recovery part of the landplane and skiplane configurations;
manoeuvre prescribed in CS-VLA 201. (2) The climb requirements are not
(c) Any loss of altitude of more than 30 m critical; and
occurring in the recovery part of the manoeuvre (3) The climb reduction in the
prescribed in CS-VLA 203. skiplane configurations is small (0.15 to 0.25
(d) Recommended recovery procedure to m/s (30 to 50 feet per minute)).
recover from an inadvertent spin. (c) Information concerning normal
(e) Special procedures to start the engine in procedures
flight, if necessary. (1) The demonstrated crosswind
(f) Information on the total quantity of velocity and procedures and information
usable fuel, and conditions under which the full pertinent to operation of the aeroplane in
amount of usable fuel in each tank can safely be crosswinds, and
used. (2) The airspeeds, procedures, and
information pertinent to the use of the
CS-VLA 1587 Performance information following airspeeds:

(a) General. For each aeroplane, the (i) The recommended climb
following information must be furnished speed and any variation with altitude.

(1) The take-off distance determined (ii) VX (speed for best angle of
under CS-VLA 51, the airspeed at the 15 m climb) and any variation with altitude.

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 CS-VLA BOOK 1

(iii) The approach speeds,

including speeds for transition to the
balked landing condition.
(d) An indication of the effect on take-off
distance of a grass surface as determined from at
least one take-off measurement on short mown
dry grass must be furnished.

CS-VLA 1589 Loading information

The following loading information must be
furnished:
(a) The weight and location of each item of
equipment installed when the aeroplane was
weighed under CS-VLA 25.
(b) Appropriate loading instructions for
each possible loading condition between the
maximum and minimum weights determined
under CS-VLA 25 that can result in a centre of
gravity beyond
(1) The extremes selected by the
applicant;
(2) The extremes within which the
structure is proven; or
(3) The extremes within which
compliance with each functional requirement
is shown.

1G6
 CS-VLA BOOK 1
APPENDICES

Appendix A

Simplified Design Load Criteria For Conventional Very Light Aeroplanes

(b) Tables 1 and 3 and figure A3 of this

A1 General Appendix must be used to determine values of
ni, n2, n3 and n4, corresponding to the maximum
(a) The design load criteria in this
design weights in the desired Categories.
Appendix are an approved equivalent of those in
CS- VLA 321 to 459 of this document for the (c) Figures Al and A2 of this Appendix
certification of conventional very light must be used to determine values of n3 and n4
aeroplanes as defined in CS-VLA 1 and 301 (d) corresponding to the minimum flying weights in
and AMC 301 (d). the desired categories, and, if these load factors
are greater than the load factors at the design
(b) Unless otherwise stated, the
weight, the supporting structure for dead weight
nomenclature and symbols in this Appendix are
items must be substantiated for the resulting
the same as the corresponding nomenclature and
higher load factors.
symbols in CS-VLA.
(d) Each specified wing and tail loading is
independent of the centre of gravity range.
A3 Special symbols
However, a c.g. range, must be selected for the
n1 = Aeroplane Positive Manoeuvring aeroplane and the basic fuselage structure must
Limit Load Factor be investigated for the most adverse dead weight
loading conditions for the c.g. range selected.
n2 = Aeroplane Negative Manoeuvring
Limit Load Factor (e) The following loads and loading
conditions are the minimums for which strength
n3 = Aeroplane Positive Gust Limit
must be provided in the structure:
Load Factor at VC
(1) Aeroplane equilibrium. The
n4 = Aeroplane Negative Gust Limit
aerodynamic wing loads may be considered to
Load Factor at VC
act normal to the relative wind, and to have a
nflap = Aeroplane Positive Limit Load magnitude of 1.05 times the aeroplane normal
Factor With Flaps Fully Extended loads (as determined from sub-paragraph A9
at VF (b) and (c) of this Appendix) for the positive
flight conditions and a magnitude equal to the
*VFmin = Minimum Design Flap Speed =
aeroplane normal loads for the negative
4.98 n1 W / S knots. conditions. Each chordwise and normal
component of this wing load must be
*VAmin = Minimum Design Manoeuvring
considered.
Speed = 6.79 n1 W / S knots.
(2) Minimum design airspeeds. The
*VCmin = Minimum Design Cruising Speed minimum design airspeeds may be chosen by
= 7.69 n1 W / S knots. the applicant except that they may not be less
than the minimum speeds found by using
*VDmin = Minimum Design Dive Speed = Table 3 of this Appendix. In addition, VCmin
10.86 n1 W / S knots. need not exceed values of 0.9 VH actually
obtained at sea level for the lowest design
*Also see sub-paragraph A7(e)(2) of this weight category for which certification is
Appendix. desired. In computing these minimum design
(Speeds in knots, W in kg, S in m2.) airspeeds, ni may not be less than 3.8.
(3) Flight load factor. The limit flight
A7 Flight loads load factors specified in Table 1 of this
Appendix represent the ratio of the
(a) Each flight load may be considered
aerodynamic force component (acting normal
independent of altitude and, except for the local
to the assumed longitudinal axis of the
supporting structure for dead weight items, only
aeroplane) to the weight of the aeroplane. A
the maximum design weight conditions must be
positive flight load factor is an aerodynamic
investigated.

1App A1
 CS-VLA BOOK 1

force acting upward, with respect to the installed, the aeroplane must be designed for
aeroplane. the two flight conditions corresponding to the
values of limit flap-down factors specified in
Table 1 of this Appendix with the flaps fully
A9 Flight conditions
extended at not less than the design flap speed
(a) General. Each design condition in sub- VFmin from Table 3 of this Appendix.
paragraphs (b) and (c) of this paragraph must be
(c) Unsymmetrical flight conditions. Each
used to assure sufficient strength for each
affected structure must be designed for
condition of speed and load factor on or within
unsymmetrical loadings as follows:
the boundary of a V-n diagram for the aeroplane
similar to the diagram in figure A3 of this (1) The aft fuselage-to-wing
Appendix. This diagram must also be used to attachment must be designed for the critical
determine the aeroplane structural operating vertical surface load determined in accordance
limitations as specified in CS-VLA 1501 (c) to with sub-paragraphs Al1 (c)(l) and (2) of this
1511 and 1519. Appendix.
(b) Symmetrical flight conditions. The (2) The wing and wing carry-through
aeroplane must be designed for symmetrical structures must be designed for 100% of
flight conditions as follows: condition A loading on one side of the plane
of symmetry and 70% on the opposite side.
(1) The aeroplane must be designed
for at least the four basic flight conditions, (3) The wing and wing carry-through
A, D, E, and G as noted on the flight structures must be designed for the loads
envelope of figure A3 of this Appendix. In resulting from a combination of 75% of the
addition, the following requirements apply: positive manoeuvring wing loading on both
sides of the plane of symmetry and the
(i) The design limit flight load
maximum wing torsion resulting from aileron
factors corresponding to conditions D
displacement. The effect of aileron
and E of figure A3 must be at least as
displacement on wing torsion at VC or VA
great as those specified in Table 1 and
using the basic aerofoil moment coefficient,
figure A3 of this Appendix, and the
Cmo, modified over the aileron portion of the
design speed for these conditions must
span, must be computed as follows:
be at least equal to the value of VDmin
found from Table 3 of this Appendix. (i) Cm = Cmo + 0.01 u (up
aileron side) wing basic aerofoil.
(ii) For conditions A and G
of figure A3, the load factors must (ii) Cm = Cmo - 0.01 d (down
correspond to those specified in Table 1 aileron side) wing basic aerofoil, where
of this Appendix, and the design speeds u is the up aileron deflection and d is
must be computed using these load the down aileron.
factors with the maximum static life
(4) critical, which is the sum of u +
coefficient CNA determined by the
d, must be computed as follows:
applicant. However, in the absence of
more precise computations, these latter (i) Compute a and b from the
conditions may be based on a value of formulae
CNA = 35 and the design speed for
VA
condition A may be less than VAmin. a = p and
VC
(iii) Conditions C and F of
figure A3 need only be investigated VA
b = 0 5 p
when n3 W/S or n4 W/S are greater than VD
n1 W/S or n2 W/S of this Appendix,
where p = the maximum total
respectively. The use of figures Al and
deflection (sum of both aileron
A2 for points C and F is restricted to
deflections) at VA with VA, VC, and VD
wings of Aspect Ratio of 7 or less. In
described in sub-paragraph (2) of A7(e)
other cases, the method of CS-VLA 341
of this Appendix.
should be used.
(ii) Compute K from the
(2) If flaps or other high lift devices
formula
intended for use at the relatively low airspeed
of approach, landing, and take-off, are

1App A2
 CS-VLA BOOK 1

(C m 0 0 01b ) VD2 which could be obtained in flight by employing

K= the maximum limit pilot forces specified in the
(C m 0 0 01 a ) VC2 table in CS- VLA 397 (b). If the surface loads
are limited by these maximum limit pilot forces,
where a is the down aileron deflection
the tabs must either be considered to be deflected
corresponding to a and b is the down
to their maximum travel in the direction which
aileron deflection corresponding to b
would assist the pilot or the deflection must
as computed in step (i).
correspond to the maximum degree of out of
(iii) If K is less than 1.0, a is trim expected at the speed for the condition
critical and must be used to determine under consideration. The tab load, however, need
u, and d. In this case, VC is the critical not exceed the value specified in Table 2 of this
speed which must be used in computing Appendix.
the wing torsion loads over the aileron
(c) Surface loading conditions. Each
span.
surface loading condition must be investigated as
(iv) If K is equal to or greater follows:
than 1.0, b is critical and must be
(1) Simplified limit surface loadings
used to determine u and d. In this case,
and distributions for the horizontal tail,
VD is the critical speed which must be
vertical tail, aileron, wing flaps, and trim tabs
used in computing the wing torsion
are specified in Table 2 and figures A4 and
loads over the aileron span.
A5 of this Appendix. If more than one
(d) Supplementary conditions; rear lift distribution is given, each distribution must be
truss; engine torque; side load on engine mount. investigated. Figure A4 is limited to use with
Each of the following supplementary conditions vertical tails with aspect ratios less than 2.5
must be investigated: and horizontal tails with aspect ratios less
than 5 and tail volumes greater than 0.4.
(1) In designing the rear lift truss, the
special condition specified in CS-VLA 369 (d) Outboard fins. Outboard fins must meet
may be investigated instead of condition G the requirements of CS-VLA 445.
of figure A3 of this Appendix.
(e) T- and V-tails. T- and V-tails must meet
(2) The engine mount and its the requirements of CS-VLA 427.
supporting structure must be designed for the
(f) Special devices. Special devices must
maximum limit torque corresponding to
meet the requirements of CS-VLA 459.
Maximum Expected Take-off Power and
propeller speed acting simultaneously with the
limit loads resulting from the maximum A13 Control system loads
positive manoeuvring flight load factor n1.
(a) Primary flight controls and systems.
The limit torque must be obtained by
Each primary flight control and system must be
multiplying the mean torque by the factor
designed as follows:
defined in CS-VLA 361 (b).
(1) The flight control system and its
(3) The engine mount and its
supporting structure must be designed for
supporting structure must be designed for the
loads corresponding to 125% of the computed
loads resulting from a lateral limit load factor
hinge moments of the movable control surface
of not less than 1.47.
in the conditions prescribed in paragraph Al1
of this Appendix. in addition -
A11 Control surface loads
(i) The system limit loads need
(a) General. Each control surface load must not exceed those that could be produced
be determined using the criteria of sub-paragraph by the pilot and automatic devices
(b) of this paragraph and must lie within the operating the controls; and
simplified loadings of sub-paragraph (c) of this
(ii) The design must provide a
paragraph.
rugged system for service use, including
(b) Limit pilot forces. In each control jamming, ground gusts, taxying
surface loading condition described in sub- downwind, control inertia, and friction.
paragraphs (c) to (e) of this paragraph, the
(2) Acceptable maximum and
airloads on the movable surfaces and the
minimum limit pilot forces for elevator,
corresponding deflections need not exceed those
aileron, and rudder controls are shown in the

1App A3
 CS-VLA BOOK 1

table in CS-VLA 387 (b). These pilots loads individual pilot loads may not be less than the
must be assumed to act at the appropriate minimum limit pilot forces shown in the table in
control grips or pads as they would under CS-VLA 397(b).
flight conditions, and to be reacted at the
(c) Ground gust conditions. Ground gust
attachments of the control system to the
conditions must meet the requirements of CS-
control surface horn.
VLA 415.
(b) Dual controls. If there are dual controls,
(d) Secondary controls and systems.
the systems must be designed for pilots operating
Secondary controls and systems must meet the
in opposition, using individual pilot loads equal
requirements of CS-VLA 405.
to 75% of those obtained in accordance with sub-
paragraph (a) of this paragraph, except that

Table 1 Limit flight load factors

LIMIT FLIGHT LOAD FACTORS
Normal Utility Aerobatic
Category category category
n1 38 44 60

Flaps n2 05 n1
FLIGHT Up n3 Find n3 from Figure A1
LOAD
n4 Find n4 from Figure A2
FACTORS
Flaps nflap 05 n1
Down nflap Zero*
*Vertical wing load may be assumed equal to zero and only the flap part of the wing need be
checked for this condition.

1App A4
 CS-VLA BOOK 1

Table 2 - Average limit control surface loading

AVERAGE LIMIT CONTROL SURFACE LOADING
SURFACE DIRECTION OF MAGNITUDE OF CHORDWISE
LOADING LOADING DISTRIBUTION
HORIZONTAL (a) Up and Down Figure A4 Curve (2)
TAIL I (b) Unsymmetrical loading 100% w on one side
(Up and Down) aeroplane C
L

65% w on other side

L for normal and
aeroplane C
utility categories.
For aerobatic category see
A11(c)

VERTICAL (a) Right and Left Figure A4 Curve (1) Same as (A) above
TAIL II (b) Right and Left Figure A4 Curve (1) Same as (B) above
AILERON III (a) Up and Down Figure A5 Curve (5)

WING FLAP (a) Up Figure A5 Curve (4)

IV
(b) Down 025 x Up load (a)

TRIM TAB V (a) Up and Down Figure A5 Curve (3) Same as (D) above
Note: The surface loadings I, II, III an V above are based on speeds V Amin and VCmin. The loading of IV is based on V Fmin.
If values of speeds greater than these minimums are selected for design, the appropriate surface loadings must be
2
Vselected
multiplied by ratio . For conditions I, II, III and V the multiplying factor used must be the higher of
Vminimum
2 2
VAsel. VCsel.
or
V
Amin VC min

1App A5
 CS-VLA BOOK 1

FIGURE A l
CHART FOR FINDING n3 FACTOR AT SPEED VC.

FIGURE A2
CHART FOR FINDING n4 FACTOR AT SPEED VC.

1App A6
 CS-VLA BOOK 1

Table 3 - Determination of minimum design speeds Equations

W n1
VDmin = 1086 n1 but need not exceed 14 VC min
S 38
W
VCmin = 769 n1 but need not exceed 09 VH
S
W
VAmin = 679 n1 but need not exceed VC used in design
S
W
VFmin = 498 n1
S

(Speeds are in knots, W in kg, S in m2)

W W W W
1. Conditions C or F need only be investigated when n3 or n4 is greater than n1 or n2 ,
S S S S
respectively.

2. Condition G need not be investigated when the supplementary condition specified in CS-VLA 369 is
investigated.

FIGURE A3
FLIGHT ENVELOPE.

1App A7
 CS-VLA BOOK 1

FIGURE A4
AVERAGE LIMIT CONTROL SURFACE LOADING.

FIGURE A5
AVERAGE LIMIT CONTROL SURFACE LOADING.

1App A8
 CS-VLA BOOK 1

APPENDIX B

Control Surface Loadings

B1 General
(1) With the conditions in CS-VLA
(a) If allowed by the specific requirements 423 (a)(i), obtain w as a function of W/S and
in this CS-VLA, the values of control surface surface deflection, using -
loading in this Appendix may be used to deter
(i) Curve C of figure B1 for a
mine the detailed rational requirements of CS-
deflection of 10 o or less;
VLA 397 to 459 unless the Agency finds that
these values result in unrealistic loads. (ii) Curve B of figure B1 for a
deflection of 20 o;
(b) In the control surface loading conditions
of paragraph B11, the airloads on the movable (iii) Curve A for a deflection of
surfaces need not exceed those that could be 30 o or more;
obtained in flight by using the maximum limit
(iv) Interpolation for all other
pilot forces prescribed in CS-VLA 397 (b). If the
deflections; and
surface loads are limited by these maximum limit
pilot forces, the tabs must be deflected - (v) The distribution of figure
B7; and
(1) To their maximum travel in the
direction that would assist the pilot; or (2) With the conditions in CS- VLA
423 (a)(2), obtain w from curve B of figure
(2) In an amount corresponding to the
B1 using the distribution of figure B7.
greatest degree of out-of-trim expected at the
speed for the condition being considered. (b) For vertical tail surfaces -
(c) For a seaplane version of a landplane (1) With the conditions in CS-VLA
the landplane wing loadings may be used to 441 (a)(l), obtain w as a function of W/S and
determine the limit manoeuvring control surface surface deflection using the same
loadings (in accordance with paragraph B11 and requirements as used in sub-paragraphs
figure B1 of this Appendix) if - (a)( l)(i) to (a)( l)(v) of this paragraph;
(1) The power of the seaplane engine (2) With the conditions in CS- VLA
does not exceed the power of the landplane 441 (a)(2), obtain w from Curve C, using the
engine; distribution of figure B6; and
(2) The placard manoeuvre speed of (3) With the conditions in CS-VLA
the seaplane does not exceed the placard 441 (a)(3), obtain w from Curve A, using the
manoeuvre speed of the landplane; distribution of figure B8.
(3) The maximum weight of the (c) For ailerons, obtain w from Curve B,
seaplane does not exceed the maximum acting in both the up and down directions, using
weight of the landplane by more than 10%; the distribution of figure B9.
(4) The landplane service experience
does not show any serious control-surface
load problem; and
(5) The landplane service experience
is of sufficient scope to ascertain with
reasonable accuracy that no serious control-
surface load problem will develop on the
seaplane.

B11 Control surface loads

Acceptable values of limit average
manoeuvring control-surface loadings may be
obtained from figure B1 of this Appendix in
accordance with the following:
(a) For horizontal tail surfaces -

1App B1
 CS-VLA BOOK 1

FIGURE B1 LIMIT AVERAGE MANOEUVRING CONTROL SURFACE LOADING.

FIGURE B2 MANOEUVRING TAIL LOAD INCREMENT (UP OR DOWN)

As an alternative to Figure B2, the following may be used:

k2
20 1 n1(n1 1 5)
T
=
W g1t V
where:
k is the radius of gyration of the aircraft in pitch
lt is the distance between the aeroplane centre of gravity and the centre of the lift of the horizontal tail
V is the aircraft speed in m/s.

1App B2
 CS-VLA BOOK 1

FIGURE B3
UP AND DOWN GUST LOADING ON HORIZONTALTAIL SURFACE.

FIGURE B4
RESERVED.

1App B3
 CS-VLA BOOK 1

FIGURE B5 - GUST LOADING ON VERTICAL TAL SURFACE.

FIGURE B6 -TAIL SURFACE LOAD DISTRIBUTION.

NOTES:

(a) In balancing conditions in CS-VLA 421, (1) 140% of the net balancing load for
P = 40% of net balancing load (flaps retracted); the flaps retracted case of note (a);
and P = 0 (flaps deflected).
(2) 100% of the net balancing load for
(b) In the condition in CS-VLA 441 (a)(2), the flaps deflected case of note (a); and
P = 20% of net tail load.
(3) 120% of the net balancing load for
(c) The load on the fixed surface must be - the case in note (b).

1App B4
 CS-VLA BOOK 1

FIGURE B7 FIGURE B8
TAIL SURFACE LOAD DISTRIBUTION. TAIL SURFACE LOAD DISTRIBUTION.

FIGURE B9
AILERON LOAD DISTRIBUTION.

1App B5
 CS-VLA BOOK 1

Appendix C

Basic Landing Conditions

Tail wheel type Nose wheel type

Level
Level
landing with
Condition Level Tail-down landing with Tail-down
nose wheel
landing landing inclined landing
just clear
reactions
of ground
Reference section--------------------------------- CS-VLA CS-VLA CS-VLA CS-VLA CS -VLA
479 (a)(1) 481 (a)(1) 479 (a)(2)(ii) 479 (a)(2)(ii) 481 (a)(2)
and (b)
Vertical component at c.g ----------------------- nW nW nW nW nW
Fore and aft component at c.g. ----------------- KnW 0 KnW KnW 0
Lateral component in either direction at c.g -- 0 0 0 0 0
Shock absorber extension (hydraulic shock Note (2) Note (2) Note (2) Note (2) Note (2)
absorber) -----------------------------------------
Shock absorber deflection (rubber or spring 100 % 100% 100% 100% 100%
shock absorber) ---------------------------------
Tyre deflection------------------------------------ Static Static Static Static Static
Vr (n-L)W (n-L)Wb/d (n-L)Wa/d (N-LW (n-L)W
Main wheel loads (both wheels) ----- { Dr KnW 0 KnWa/d KnW 0

Tail (nose) wheel loads ---------------- { Vf

Df
0
0
(n-L)Wa/d
0
(n-L)Wb/d
KnWb/d
0
0
0
0
Notes ----------------------------------------------- (1), (3), and (4) (1) (1), (3), and (3) and (4)
(4) (4)

NOTES: (1) K may be determined as follows: K = 0.25 for W = 1361 kg or less; K = 0.33 for W = 2722 kg or greater, with linear
variation of K between these weights.
(2) For the purpose of design, the maximum load factor is assumed to occur throughout the shock absorber stroke from
25% deflection to 100% deflection unless otherwise shown and the load factor must be used with whatever shock
absorber extension is most critical for each element of the landing gear.
(3) Unbalanced moments must be balanced by a rational conservation method.
(4) L is defied in CS-VLA 725 e).
(5) n is the limit inertia load factor, at the c.g. of the aeroplane, selected under CS-VLA 473 (d), (f), and (g).

1App C1
CS-VLA BOOK 1

1App C2
 BOOK 1 CS-VLA

Appendix F
Test Procedure For Self-Extinguishing Materials For Showing Compliance with CS-VLA 853 (e)

F1 Conditioning Standard 191 Method 5903 (revised Method

5902) which is available from the General
Specimens must be conditioned to 21C Services Administration, Business Service
2.8C (70F 5F) and at 50% 5% relative
Center, Region 3, Seventh and D Streets SW,
humidity until moisture equilibrium is reached or
for 24 hours. Only one specimen at a time may Washington, D.C. 20407, or with some other
be removed from the conditioning environment approved equivalent method. Specimens which
immediately before subjecting it to the flame. are too large for the cabinet must be tested in
similar draught-free conditions.

F2 Specimen configuration F4 Vertical test

Materials must be tested either as a section A minimum of three specimens must be tested
cut from a fabricated part as installed in the and the results averaged. For fabrics, the
aeroplane or as a specimen simulating a cut direction of weave corresponding to the most
section, such as a specimen cut from a flat sheet critical flammability conditions must be parallel
of the material or a model of the fabricated part. to the longest dimension. Each specimen must be
The specimen may be cut from any location in a supported vertically. The specimen must be
fabricated part; however, fabricated units such as exposed to a Bunsen or Tirrill burner with a
a sandwich panel, may not be separated for test. nominal 9.5 mm (0.375 inch) I.D. tube adjusted
The specimen thickness must be no thicker than to give a flame of 38.1 mm (14 inches) in height.
the minimum thickness to be qualified for use in The minimum flame temperature measured by a
the aeroplane, except that thick foam parts must calibrated thermocouple pyrometer in the centre
be tested in 12.7 mm (0.5 inch) thickness. In the of the flame must be 843C (1550 F). The lower
case of fabrics, both the warp and fill direction edge of the specimen must be 19 mm (0.75 inch)
of the weave must be tested to determine the above the top edge of the. burner. The flame
most critical flammability conditions. When must be applied to the centre-line of the lower
performing the test prescribed in paragraph F4 of edge of the specimen. The flame must be applied
this Appendix, the specimen must be mounted in for 60 seconds and then removed. Flame time,
a metal frame so that - burn length, and flaming time of drippings, if
any, must be recorded. The burn length
(a) The two long edges and the upper edge
determined in accordance with paragraph F5 of
are held securely;
this Appendix must be measured to the nearest
(b) The exposed area of the specimen is at 2.5 mm (0.1 inch).
least 51 mm (2 inches) wide and 305 mm (12
inches) long, unless the actual size used in the F5 Burn length
aeroplane is smaller; and
Burn length is the distance from the original
(c) The edge to which the burner frame is edge to the farthest evidence of damage to the
applied must not consist of the finished or test specimen due to flame impingement,
protected edge of the specimen but must be including areas of partial or complete
representative of the actual cross section of the consumption, charring, or embrittlement, but not
material or part installed in the aeroplane. including areas sooted, stained, warped, or
discoloured, nor areas where material has shrunk
or melted away from the heat source.
F3 Apparatus
Tests must be conducted in a draught-free
cabinet in accordance with Federal Test Method

1App F1
CS-VLA BOOK 1

1App F2
 BOOK 2 CS-VLA

AMC VLA 1
Applicability (Interpretative Material)

This CS-VLA is considered to be applicable to conventional aeroplanes. Some specific, non- conventional
designs such as canards, tandem wings, winglets, may need additional requirements.

AMC VLA 21 (c)

Proof of Compliance (Interpretative Material)

Whenever used, the sentence 'may not require exceptional piloting skill' should be interpreted to mean that
it is no more than the skill expected from an average pilot.

AMC VLA 21 (d)

Proof of Compliance (Acceptable Means of Compliance)

1 Performance and flight characteristics related to stalling speed, take-off , and climb should be
investigated with a wet profile.

2 Although the performance may exceed the limits specified in CS-VLA 45, CS-VLA 51, CS-VLA 65,
(dry conditions), the variations from those achieved in dry conditions should not exceed 9.3 km/h (5 kt) for
VS0, 50 m for take-off distance, 05 m/s (100 ft per min.) for rate of climb.

3 The test conditions should be such that the profile must remain wet throughout all of the test.

AMC VLA 23
Load Distribution Limits (Interpretative Material)

1 The centre of gravity range within which the aeroplane may be operated safely without the use of
removable ballast should not be less than that which corresponds to

a. An occupant weight of 55 kg to 86 kg for single-seat aeroplanes.

b. An occupant weight of 55 kg to 172 kg for two-seat aeroplanes.

2 In each case the safe c.g. range should permit operation with a fuel load ranging from the lower limit
of usable fuel up to fuel sufficient for one hour of operation at rated maximum continuous power.

AMC VLA 45
Performance, General (Acceptable Means of Compliance)

1 The performance tests may be conducted in a non-standard atmosphere, not at sea level, and in
non-still air. This requires testing procedures and data reduction methods that reduce the data to still air
and standard sea level atmospheric conditions, where the performance must be met.

2 Data reduction should include corrections for engine power.

AMC VLA 173 and 175

Static Longitudinal Stability (Interpretative Material)

Instrumented stick force measurements should be made unless

a. Changes in speed are clearly reflected by changes in stick forces; and

b. The maximum forces obtained under CS-VLA 173 and 175 are not excessive.

2-1
 BOOK 2 CS-VLA

AMC VLA 201

Wings Level Stall (Interpretative Material)

Yawing angles up to 5 should not appreciably change the stalling characteristics.

AMC VLA 301 (d)

Loads (Interpretative Material)

A conventional configuration may be taken as an aeroplane with

a. A forward wing with an aft cruciform tail unit substantially separated in the fore and aft sense from
the wing; and
b. Whose lifting surfaces are either untapered or have essentially continuous taper with no more than
30 fore or aft sweep at the quarter chord line and equipped with trailing edge controls. Trailing edge flaps
may be fitted.

NOTES: Configurations for which specific investigation is required include

(i) Canard, tandem-wing, close-coupled or tailless arrangements of the lifting surfaces;

(ii) Cantilever bi-planes or multiplanes;

(iii) T-tail or V-tail arrangements;

(iv) Highly swept (more than 30 at quarter chord), delta or slatted lifting surfaces;

(v) Winglets or other tip devices, including outboard fins.

AMC VLA 307 (a)

Proof of Structure (Interpretative Material)

1 Substantiating load tests made in accordance with CS-VLA 307 (a) should normally be taken to
ultimate design load.
2 The results obtained from strength tests should be so corrected for departures from the mechanical
properties and dimensions assumed in the design calculations as to establish that the possibility of any
structure having a strength less than the design value, owing to material and dimensional variation, is
extremely remote.

AMC VLA 405

Secondary Control System (Interpretative Material)

Single hand or foot loads assumed for design should not be less than the following:

a. Hand loads on small hand-wheels, cranks, etc, applied by finger or wrist-force: P = 15 daN.
b. Hand loads on levers and hand-wheels applied by the force of an unsupported arm without making
use of the body weight: P = 35 daN.
c. Hand loads on levers and hand-grips applied by the force of a supported arm or by making use of the
body weight: P = 60 daN.
d. Foot loads applied by the pilot when sitting with his back supported (e.g. toe-brake operating loads):
P = 75 daN.

AMC VLA 441

Manoeuvring Loads (Interpretative Material and Acceptable Means of Compliance)

For aeroplanes where the horizontal tail is supported by the vertical tail, the tail surfaces and their
supporting structure including the rear portion of the fuselage should be designed to withstand the
prescribed loadings on the vertical tail and the roll-moments induced by the horizontal tail acting in the
same direction.

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2 For T-tails in the absence of a more rational analysis, the rolling moment induced by deflection of the
vertical rudder may be computed as follows:
O
Mr = 0 3 St V 2 b H
2
where
Mr = induced roll-moment at horizontal tail (Nm)
bH = span of horizontal tail (m)
= angle of zerolift line due to rudder deflection
dL
= f
d
= rudder deflection
dL
= change of zerolift angle of f = 1
d
f = effectivity factor in accordance with angle of rudder deflection
V = speed of flight (m/s)
St = area of horizontal tail (m2)
= air density at sea level (kg/m3)

AMC VLA 443

Gust Loads (Interpretative Material and Acceptable Means of Compliance)

1 For aeroplanes where the horizontal tail is supported by the vertical tail, the tail surfaces and their
supporting structure including the rear portion of the fuselage should be designed to withstand the
prescribed loadings on the vertical tail and the roll-moments induced by the horizontal tail acting in the
same direction.

2 For T-tails in the absence of a more rational analysis, the rolling moment induced by gust load may
be computed as follows:
O
Mr = 0 3 St VUb H K
2
where

Mr = induced roll-moment at horizontal tail (Nm)

K = gust factor = 12
bH = span of horizontal tail (m)
St = area of horizontal tail (m2)
= density of air at sea level (kg/m3)
V = speed of flight (m/s)
U = gust speed (m/s)

AMC VLA 479(b)

Level Landing Conditions (Acceptable Means of Compliance)

'Properly combined' may be defined by a rational analysis or as follows:

a. Max spin-up condition

Pz = 06 Pz max; Px = -05 Pz max.

b. Max spring back condition

Pz = 08 Pz max; Px = 05 Pz max.

c. Max vertical load condition

Pz = Pz max; Px = 03 Pz max.

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where

Px = horizontal component of ground reaction

Pz = vertical component of ground reaction.

AMC VLA 572 (a)

Parts of Structure Critical to Safety (Interpretative Material)

At least the wing main spar, the horizontal tail and their attachments to the fuselage should be
investigated to determine whether or not their stress levels exceed the values given in the table in
AMC VLA 572 (b).

AMC VLA 572 (b)

Parts of Structure Critical to Safety (Interpretative Material and Acceptable Means of Compliance)

1 The use of the following stress levels may be taken as sufficient evidence, in conjunction with good
design practices to eliminate stress concentrations, that structural items have adequate safe lives:

Allowable normal stress

Material used level of maximum limit
load
Glass rovings in epoxy resin 25 daN/mm2
Carbon fibre rovings in epoxy 40 daN/mm2
resin
Wood According to ANC-18*
Aluminium Alloy Half of rupture tensile strength
Steel Alloy Half of rupture tensile strength

2 Higher stress levels need further fatigue investigation using one or a combination of the following
methods:

a. By a fatigue test, based on a realistic operating spectrum.

b. By a fatigue calculation using strength values which have been proved to be sufficient by fatigue
tests of specimens or components.

*ANC-18 is the ANC Bulletin 'Design of wood aircraft structures'; issued June 1944 by the Army-Navy-Civil
Committee on Aircraft Design Criteria (USA).

AMC VLA 613 (b)

Material Strength Properties and Design Values (Interpretative Material)

Material specifications should be those contained in documents accepted either specifically by the Agency
or by having been prepared by an organisation or person which the Agency accepts has the necessary
capabilities. In defining design properties these material specification values should be modified and/or
extended as necessary by the constructor to take account of manufacturing practices (for example method
of construction, forming, machining and subsequent heat treatment).

AMC VLA 613 (c)

Material Strength Properties and Design Values (Acceptable Means of Compliance)

Test Temperature

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a. For white painted surface and vertical sunlight: 54C. If the test cannot be performed at this
temperature an additional factor of 125 should be used.

b. For other coloured surfaces the curve below may be used to determine the test temperature.

Curve based on: NASA Conference Publication 2036

NASA Contractor Report 3290

AMC VLA 615

Design Properties (Acceptable Means of Compliance)

When the manufacturer is unable to provide satisfactory statistical justification for A and B values,
especially in the case of manufacturing of composite materials, a safety super factor should be applied to
ensure that A and B values are met.

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AMC VLA 619

Special Factors (Acceptable Means of Compliance)

For the substantiation of composite structures, unless more rational means are agreed by the Agency, one
of the following may be used:
a. An additional factor of 12 for moisture conditioned specimen tested at maximum service temperature,
providing that a well established manufacturing and quality control procedure is used.

b. An additional factor of 15 for specimen tested with no specific allowance for moisture and
temperature.

NOTES: 1 For cold cured structures it may be assumed that the completed structure is fully moisture conditioned.

2 The factor in a. above may be varied based on the coefficient of variation that the manufacturer is able
to show for this product. (See Table 1.)

TABLE 1

Coefficient of Test Factor

Variation %
5 100
6 103
7 106
8 110
9 112
10 115
12 122
14 130
15 133
20 155

Definition: Coefficient of Variation

For a population with mean M and standard deviation s, the coefficient of variation, Cv, is defined by-
Cv = /M

The coefficient of variation is frequently expressed as a percentage, in which case

Cv (%) = 100 /M

Additional Advisory Material:

When the population coefficient of variation is estimated from tests of critical structural features, the results
from tests of at least 6 specimens should be used.

The sample coefficient of variation should be adjusted to obtain a 95% confidence estimate of the
population coefficient of variation which may be used in Table 1.

In the absence of a more rational method, this may be done by multiplying the sample coefficient of
variation by a Factor F, defined by

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1/ 2
c2U p 2 2
1 c
1 + Up 1 +
n
2f n

F=
c2U p 2
1
n
where

Up is the standardised normal variate corresponding to the confidence level being used (for 95% confidence,
Up = 16452)
n is the number of specimens in the Sample
f is the number of statistical degree of freedom [=(n-1)]
c is the population coefficient of variation. The value of the factor F is relatively relatively insensitive to the
value of c used in the absence of more rational data, a value of 02 should be used.

AMC VLA 773

Pilot Compartment View (Acceptable Means of Compliance)

Compliance with CS-VLA 773 may be provided by the canopy having a suitable opening.

AMC VLA 775 (a)

Windshields and Windows (Acceptable Means of Compliance)

Windshields and windows made of synthetic resins are accepted as complying with this requirement.

AMC VLA 777

Cockpit Controls (Interpretative Material)

The pilot should not need to change the hand operating the primary controls in order to operate a secondary
control during critical stages of the flight (e.g. during take-off and landing).

AMC VLA 785 (e)

Seats, Safety Belts and Harnesses (Acceptable Means of Compliance)

Installation of shoulder harness. Figures 1(a), 1(b) and 1(c) show the recommended installation geometry
for this type of restraint.

FIGURE 1(a)

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FIGURE 1(b)

FIGURE 1(c)

NOTES: 1 Where possible it is recommended that a negative g or crotch strap is fitted, otherwise during abrupt
decelerations the shoulder straps tend to raise the belt portion (unless tightly adjusted) from around
the hips onto the stomach, thus allowing the wearer to slide underneath the lap portion of the belt.
2 Where there is more than 152 mm (6 in) of webbing between the attachment point of the shoulder
straps, and the lop of the seat back, suitable means should be provided to limit sideways movement
e.g. guide loops, in order to ensure compliance with CS-VLA 785 (e) and to ensure adequate
separation of shoulder straps to minimise injury or chafing of the wearer's neck.
3 Where the seat back is of adequate strength and such height that the harness geometry relative to the
shoulder conforms with Figure 1(a) (i.e. 650 mm (25 5 in)), it is permissible to attach the shoulder
straps to the seat back or via guide loops to the aeroplane floor.
4 Where the seat back is of adequate strength the use of means, e.g. guide loop of suitable strength, will
limit sideways movement during the emergency alighting accelerations of CS-VLA 561 (b)(2).

Safety belt with one diagonal shoulder strap (ODS Safety Belt). Figures 2(a) and 2(b) show the
recommended installation geometry for this type of restraint.

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FIGURE 2(a)

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FIGURE 2(b)

NOTES: 1 The total length of the diagonal shoulder strap should be kept as short as possible in order to reduce
the effect of webbing stretch under the emergency alighting loads.
2 Where the seat back is of adequate strength and such height that the harness geometry relative to the
shoulder conforms with the Figure 2(a) (i.e. 650 mm (25 5 in)), it is permissible to attach the shoulder
strap to the seat back or via guide loops to the aeroplane floor.
3 The installation should be such as to minimise the risk of injury or chafing of the wearer's neck, a guide
loop may assist in achieving this.

AMC VLA 807(a)

Emergency Exits

Unless it is determined that a design is not susceptible to turnover, the inverted position (turnover) should
be considered probable. If escape in an inverted position is not obvious or is questionable, provisions
should be made in the basic aircraft design to allow the occupants to make a rapid escape from a turnover
position. This may include the design of the emergency exit or fuselage, the use of materials which are
readily breakable or by installing weak points in the fuselage or canopy.

As an alternative to provisions within the basic aircraft design, it is acceptable to install qualified escape
equipment (e.g. crash axe) that would permit the occupant(s) to make a rapid escape from the inverted
position. In order to qualify escape equipment, it must be shown by test or by similarity with previous tests,
that the equipment can perform its intended function.

[Amdt VLA/1]

AMC VLA 903 (a)

Engines (Acceptable Means of Compliance)

Engines certificated under CS-E are accepted as complying with CS-22 Subpart H.

AMC VLA 905 (a)

Propellers (Acceptable Means of Compliance)

Propellers certificated under CS-P are accepted as complying with CS-22 Subpart J.

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AMC VLA 943

Negative Acceleration (Acceptable Means of Compliance)

Compliance with CS-VLA 943 may be shown by submitting the aeroplane to such period of negative
acceleration that is within the capability of the aeroplane, but not less than

a. One continuous period of 2 seconds at less than zero 'g'; and separately,

b. At least two excursions to less than zero 'g' in rapid succession in which the total time at less than
zero 'g' is at least 2 seconds.

AMC VLA 1011 (c)

Oil System, General (Interpretative Material)

In assessing the reliance that can be placed upon the means for providing the appropriate fuel/oil mixture to
the engine to prevent a hazardous condition, account should be taken of, for example

a. The tolerance of the engine to fuel/oil mixture ratios other than the optimum;

b. The procedure established for refuelling and introducing the appropriate amount of oil; and

c. The means by which the pilot may check that the fuel contains an adequate mixture of oil.

AMC VLA 1105 (b)

Induction System Screens (Acceptable Means of Compliance)

The de-icing of the screen may be provided by heated air.

AMC VLA 1305 (a)

Powerplant Instruments (Interpretative Material)

A single indicator is acceptable for each group of interconnected tanks functioning as a single tank, such
that individual tanks cannot be isolated.

AMC VLA 1436

Hydraulic Manually-Powered Brake Systems (Interpretative Material)

For hydraulic systems other than manually-powered brake systems the requirement of CS 23.1435 should
be applied.

AMC VLA 1587 (a)(4)

Performance Information (Interpretative Material)

The variation in aerodrome altitude to be covered need not exceed from sea level to the smaller of 2 438 m
(8 000 ft), and the altitude at which a steady rate of climb of 102 m/s (200 ft per min.) may be achieved.
The temperature variations to be covered at each altitude need not exceed 33C below standard to 22C
above standard.

AMC VLA 1581

Specimen Flight Manual For A Very Light Aeroplane

See following pages.

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Model:

Serial No:

Registration:

Document No. (If appropriate):

Date of Issue:

Pages identified by 'Appr.' are approved by:

Signature:

Agency:

Stamp:

Original date of approval:

This aeroplane is to be operated in compliance with information and limitations contained

herein.

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(Model Designation or Document No.)

H0.l Record of revisions

Any revision of the present manual, except actual weighing data, must be recorded in the
following table and in case of approved Sections endorsed by the Agency.
The new or amended text in the revised pages will be indicated by a black vertical line in
the left hand margin, and the Revision No. and the date will be shown on the bottom left
hand side of the page.

Rev. Affected Affected Date

Date Approval Date Signature
No Section Pages Inserted

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H0.2 List of Effective Pages

Section Page Date Section Page Date

0 (i)
(ii)
(iii)
1 1.1
1.2
1.3
2 2.1
Appr. 2.2
Appr. 2.3
Appr. 2.4
Appr. 2.5
3 3.1
Appr. 3.2
etc

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H0.3 Table of Contents

Section

General (a non-approved section) 1

Limitations (an approved section) 2

Emergency procedures (an approved section) 3

Normal procedures (an approved section) 4

Performance (a partly approved section) 5

Weight and balance/equipment list (a non-approved section) 6

Aircraft and systems description (a non-approved section) 7

Aircraft handling, servicing and maintenance (a non-approved section) 8

Supplements 9

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Section 1

H1 General

H1.1 Introduction

H1.2 Certification basis

H1.3 Warnings, cautions and notes

H1.4 Descriptive data

H1.5 Three-view drawing

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H1. 1 Introduction
The aeroplane Flight Manual has been prepared to provide pilots and instructors with
information for the safe and efficient operation of this very light aeroplane.
This manual includes the 'material required to be furnished to the pilot of CS-VLA. It
also contains supplemental data supplied by the aeroplane manufacturer.

H1.2 Certification basis

This type of aircraft has been approved by the European Aviation Safety Agency in
accordance with CS-VLA including Amendment ..................... and the Type Certificate
No. .....................has been issued on (date ) ..................
Category of Airworthiness: Normal
Noise Certification Basis: ............

H1.3 Warnings, cautions and notes

The following definitions apply to warnings, cautions and notes used in the flight manual.

WARNING: means that the non-observation of the corresponding procedure leads to an

immediate or important degradation of the flight safety.

CAUTION: means that the non-observation of the corresponding procedure leads to a

minor or to a more or less long term degradation of the flight safety.

NOTE: draws the attention to any special item not directly related to safety but which is
important or unusual.

H1.4 Descriptive data

(Kind of very light aeroplane)
(Design details)
(Engine and propeller)
(Span, length, height, MAC, wing area, wing loading)

H1.5 Three-view drawing

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Section 2

H2 Limitations

H2.1 Introduction

H2.2 Airspeed

H2.3 Airspeed indicator markings

H2.4 Powerplant

H2.5 Powerplant instrument markings

H2.6 Miscellaneous instrument markings

H2.7 Weight

H2.8 Centre of gravity

H2.9 Approved manoeuvres

H2.10 Manoeuvring load factors

H2.11 Flight crew

H2.12 Kinds of operation

H2.13 Fuel

H2.14 Maximum passenger seating

H2.15 Other limitations

H2.16 Limitation placards

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H2.1 Introduction
Section 2 includes operating limitations, instrument markings, and basic placards
necessary for safe operation of the aeroplane, its engine, standard systems and standard
equipment.
The limitations included in this section and in Section 9 have been approved by
European Aviation Safety Agency.

H2.2 Airspeed
Airspeed limitations and their operational significance are shown below -

Speed (IAS) Remarks

VNE Never exceed speed Do not exceed this speed in any
operation
VNO Maximum structural cruising Do not exceed this speed except in
speed smooth air, and then only with caution.
VA Manoeuvring speed Do not make full or abrupt control
movement above this speed, because
under certain conditions the aircraft
may be overstressed by full control
movement.
VFE Maximum Flap Do not exceed these speeds with the
Extended speed (if applicable given flap setting.
give different flap settings)
VLO Maximum Landing Gear Do not extend or retract the landing
Operating Speed gear above this speed.
VLE Maximum Landing Gear Do not exceed this speed with the
Extended Speed landing gear extended.

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H2.3 Airspeed indicator markings

Airspeed indicator markings and their colour-code significance are shown below -

Marking (IAS) value or range Significance

White arc Positive Flap Operating Range. (Lower
limit is maximum weight 11 VSO in landing
configuration.
Upper limit is maximum speed permissible
with flaps extended positive.)
Green arc Normal Operating Range. Lower limit is
maximum weight 11 VS1 at most forward
c.g. with flaps and landing gear retracted (if
retractable).
Upper limit is maximum structural cruising
speed.
Yellow Manoeuvres must be conducted with
arc caution and only in smooth air.
Red line Maximum speed for all operations

H2.4 Powerplant
Engine Manufacturer:
Engine Model:
Maximum Power, Take-off:
Continuous:
Maximum Engine rpm at MSL, Take-off:
Continuous:
Maximum Cylinder Head Temperature:
Maximum Oil Temperature:
Oil Pressure, Minimum:
Maximum:
Fuel pressure, Minimum:
Maximum:
Fuel Grade (Specification):
Oil Grade (Specification):
Propeller Manufacturer:
Propeller Model:

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Propeller Diameter, Minimum:

Maximum:
Propeller Blade Angle (at 75% station), low:
high:
Propeller Rotational speed restrictions (if applicable):

H2.5 Powerplant instrument markings

Powerplant instrument markings and their colour code significance are shown below:
Red Line Green Arc Yellow Arc Red Line
Instrument Minimum Normal Caution Maximum
Limit Operating Range Limit
Tachometer --- (range) (range)
Oil --- ---
Temperature
Cylinder head
temperature --- ---
Fuel pressure --- ---
Oil pressure ---
Fuel quantity --- --- ---
(unusable fuel
mark)

H2.6 Miscellaneous instrument markings

(Limitations and markings for miscellaneous instruments, such as vacuum pressure
instrument gauge, must be provided, as appropriate.)

H2.7 Weight
Maximum Take-off weight:
Maximum Landing weight:
Maximum Zero Fuel weight:
Maximum weight in Baggage Compartment:

H2.8 Centre of gravity

Centre of gravity range (specified for Minimum Flight Weight up to Maximum Take-off
weight)
Reference datum

H2.9 Approved manoeuvres

This aeroplane is certified in the Normal Category.
(Manoeuvres which are approved must be listed herein with the appropriate entry speeds).

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H2.10 Manoeuvring load factors

(Maximum positive and negative load factors under different conditions must be listed
herein.)

H2.11 Flight crew

(A statement of the minimum crew must be provided.)

H2.12 Kinds of operation

(Herein must be listed the approved kinds of operation according to CS-VLA 1525 and the
minimum equipment required for each kind of operation.)

H2.13 Fuel
(Tank capacity)
Total fuel:
Usable fuel
Unusable fuel:
Approved fuel grades:
(Special instructions for fuel management)
(Special instructions for fuel/oil-mixing in case of two-stroke engine.)

H2.14 Maximum passenger seating

(Any limit of number or weight of passengers should be stated.)

H2.15 Other limitations

(Provide a statement of any limitations required, but not specifically covered in this Section.)

H2.16 Limitation placards

(The operating limitation placard required in CS-VLA 1559 should be illustrated.)
Remark: For further placards refer to Maintenance Manual Doc. No. ............

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Section 3

H3 Emergency procedures (approved)

H3.1 Introduction

H3.2 Engine failure (carburettor icing)

H3.3 Air start

H3.4 Smoke and fire

H3.5 Glide

H3.6 Landing emergency

H3.7 Recovery from unintentional spin

H3.8 Other emergencies

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H3.1 Introduction
Section 3 provides checklist and amplified procedures for coping with emergencies that may
occur. Emergencies caused by aeroplanes or engine malfunction are extremely rare if proper
preflight inspections and maintenance are practised.
However, should an emergency arise, the basic guidelines described in this section should be
considered and applied as necessary to correct the problem.

H3.2 Engine failure

(Procedures should be provided for all cases of engine failure during take-off and flight.)

H3.3 Air start

(Procedures should be provided for starting the engine in flight and, if the engine does not
start, for subsequent actions. The altitude and speed range for air start of the engine should
be indicated.)

H3.4 Smoke and fire

(Procedures should be provided for coping with cases of smoke or fire in the cabin or in the
engine compartment in the following flight phases:
(a) On ground
(b) During take-off
(c) In flight.)

H3.5 Glide
(Information and procedures should be provided for a gliding descent, including:
The recommended airspeed,
The associated configuration, and
The distance from a specified height above ground that an aeroplane will glide or the glide
ratio.)

H3.6 Landing emergencies

(Procedures should be provided for the various landing emergencies under the following
conditions:
(a) Precautionary landings
(b) With a flat tyre
(c) With a defective landing gear
(d) With power, landing gear retracted
(e) Without power, landing gear retracted
(f) Approach and landings with flaps retracted, if flapless landings require any special
technique.)

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H3.7 Recovery from unintentional spin

(The spin recovery procedure should be explained, other than for those aeroplanes which
have been shown to be characteristically incapable of spinning. A discussion of prevention
of spins should be included with the statement that the aeroplane is not approved for spins.)

H3.8 Other emergencies

(Emergency procedures and other pertinent information necessary for safe operations should
be provided for emergencies peculiar to a particular aeroplane design, operating or handling
characteristics.)

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Section 4

H4 Normal procedures

H4.1 Introduction

H4.2 Rigging and derigging (if appropriate)

H4.3 Daily inspection

H4.4 Preflight inspection

H4.5 Normal procedures and check list

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H4.1 Introduction
Section 4 provides checklist and amplified procedures for the conduct of normal operation
Normal procedures associated with optional systems can be found in Section 9.

H4.2
to
H4.4 } (Description of the steps which are necessary for rigging and inspections.)

H4.5 Normal procedures and checklist

(This chapter should contain the recommended normal procedures for the following phases
of flight after the performed preflight inspection listed under 4.4:
(a) Before starting engine
(b) Use of external power
(c) Engine starting
(d) Before taxying
(e) Taxying
(f) Check before take-off
(g) Take-off
(h) Climb
(i) Cruise
(j) Descent
(k) Check before landing
(1) Balked landing
(m) After landing
(n) Engine shutdown
(o) Postflight ELT
If take-off, flight and landing characteristics are different in rain this should be specially
stated herein.)

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Section 5

H5 Performance (partly approved)

H5.1 Introduction

H5.2 Approved data

H5.2.1 Airspeed indicator system calibration

H5.2.2 Stall speeds

H5.2.3 Take-off performance

H5.2.4 Landing distances

H5.2.5 Climb performance

H5.3 Additional information

H5.3.1 Cruise

H5.3.2 Endurance

H5.3.3 Balked landing climb

H5.3.4 Take-off measurements

H5.3.5 Effect on flight performance and characteristics

H5.3.6 Demonstrated crosswind performance

H5.3.7 Noise data

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(

H5.1 Introduction
Section 5 provides approved data for airspeed calibration, stall speeds and take-off
performance and non-approved additional information.
The data in the charts has been computed from actual flight tests with the aeroplane and
engine in good condition and using average piloting techniques.

H5.2 Approved data

H5.2.1 Airspeed indicator system calibration

(The data should be presented as Calibrated Airspeed (CAS) versus Indicated Airspeed (IAS)
assuming zero instrument error. The presentation should include all flap setting
configurations and should cover the appropriate speed operating range.)

H5.2.2 Stall speed

(The data should be presented as indicated airspeed and calibrated airspeed versus flap
setting configurations and angle of bank at maximum weight with throttle closed. Altitude
loss of more than 30 m and pitch below the horizon of more than thirty degrees during
recovery from stalls should be added if applicable.)

H5.2.3 Take-off performance

(Ground roll distance and take-off distance over a 15 m obstacle should be presented as
distance versus outside air temperature, altitude and wind. The speeds required to attain
these distances should be scheduled in indicated airspeed (IAS). The presentation should
incorporate the calculated approximate effect on take-off performances of temperature and
altitude.)

H5.2.4 Landing distances

(The ground roll distance and the landing distance over a 15 m obstacle should be presented
as distance versus outside temperature, altitude and wind. The speed(s) at the 15 m height
point required to obtain the distances should be included. The presentation should
incorporate the calculated approximate effect on landing performances of temperature and
altitude.)

H5.2.5 Climb performance

(The data should be presented as rate-of-climb, versus outside air temperature and altitude at
maximum take-off weight and maximum continuous power (MCP).
Climb speeds should be either the best rate-of-climb speeds or an average best rate-of-climb
speed and scheduled in indicated airspeed (IAS).)

H5.3 Additional. information

H5.3.1 Cruise
(The data should be presented as engine power settings and true air speed (TAS) versus
altitude and temperature.)

H5.3.2 Endurance
(The data should be presented as endurance time of aeroplane versus altitude for various
power settings and at least a full fuel loading.)

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H5.3.3 Balked landing climb.

(The data should be presented as rate-of-climb versus outside temperature and altitude at
maximum landing weight and maximum take-off power with flaps in full extended position
and landing gear retracted (if appropriate).)

H5.3.4 Take off measurement from a dry, short-mown grass surface.

H5.3.5 Effect on flight performances and characteristics caused by rain or accumulation of

insects.

H5.3.6 Demonstrated crosswind performance.

(The maximum crosswind speed at which landings have been demonstrated should be
presented.)

H5.3.7 Noise data.

(The noise data, approved according to the environmental rules, should be presented.)

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Section 6

H6 Weight and balance

H6.1 Introduction

H6.2 Weight and balance record and permitted payload range

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H6.1 Introduction
This section contains the payload range within which the aeroplane may be safely operated.
Procedures for weighing the aircraft and the calculation method for establishing the
permitted payload range and a comprehensive list of all equipment available for this aircraft
and the installed equipment during the weighing of the aircraft are contained in the
applicable Maintenance Manual Doc. No. ....................

H6.2 Weight and balance record permitted payload range

Permitted crew + passenger weight with

Max. baggage ..... kg Half baggage ..... kg No baggage
Empty c.g. Approved
Date Front seat Rear seat Front seat Rear seat Front seat Rear seat
weight pos
Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Date Signed

EXAMPLE FOR A TANDEM SEATER AIRCRAFT

Condition: Aircraft in the range from max. fuel of ........ kg to min. Fuel of .......kg.
For calculation of max. and min. Crew + passenger weight refer to Maintenance Manual Doc. No. .......

Permitted crew + passenger weight with

Max. baggage ..... kg Half baggage ..... kg No baggage
Empty c/g Approved
Date Maximum Minimum Maximum Minimum Maximum Minimum
weight pos
Date Signed

EXAMPLE FOR A SIDE-TO-SIDE SEATER AIRCRAFT

Condition: Aircraft in the range from max. fuel of ........ kg to min. Fuel of .......kg.
For calculation of max. and min. Crew + passenger weight refer to Maintenance Manual Doc. No. .......

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Section 7

H7 Aeroplane and system description

H7.1 Introduction

H7.2 Airframe

H7.3 Flight controls (including Flap and Trim)

H7.4 Instrument panel

H7.5 Landing gear system

H7.6 Seats and safety harness

H7.7 Baggage compartment

H7.8 Doors, windows and exits

H7.9 Powerplant

H7.10 Fuel system

H7.11 Electrical system

H7.12 Pitot and static pressure systems

H7.13 Miscellaneous equipment

H7.14 Avionics

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H7.1 Introduction
This section provides description and operation of the aeroplane and its systems. Refer to
Section 9, Supplements, for details of optional systems and equipment.

H7.2 Airframe
(Describe structure of fuselage, wings and empennage.)

H7.3 Flight controls

(Describe control surfaces, including flaps.
Describe operating mechanism - sketches may be provided.
Explain trimming arrangements.
Explain any interconnect arrangement.)

H7.4 Instrument panel

(Provide a drawing or picture of the instrument panel.
Name and explain the use of the instruments, lights, controls, switches and circuit breakers
installed on or near the panel.)

H7.5 Landing gear system

(Describe construction.
Describe retraction mechanism if provided.
Describe brake system.
Describe emergency extension system if provided.)

H7.6 Seats and safety harness

(Describe how to adjust the seats.
Describe how to use the safety harness.)

H7.7 Baggage compartment

(Describe location and tie down provisions.
Explain restrictions regarding weight and kind of baggage.)

H7.8 Doors, windows and exits

(Describe how to operate and lock doors, windows and exits.
Explain how to close a door or window if it opens unintentionally in flight and any
restrictions necessary.
Explain the use of emergency exits.)

H7.9 Powerplant
(Describe the engine, the engine controls ' and instrumentation. Describe the propeller and
explain how the propeller should operate.)

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H7.10 Fuel system

(Describe the system by a good schematic and explain the operation.
Explain unusable fuel.
Explain the fuel measuring system and the fuel venting system.
Explain how to avoid and notice fuel contamination.)

H7.11 Electrical system

(Describe the system by use of simplified schematics.
Explain how this system operates including warning and control devices.
Explain circuit protection.
Discuss capacity and load shedding.)

H7.12 Pilot and static pressure sytrems

(Describe pitot and static pressure systems.)

H7.13 Miscellaneous equipment

(Describe important equipment not already covered.)

H7.14 Avionics
(Describe items installed by the aircraft manufacturer and explain their functions and how
they are operated.)

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Section 8

H8 Aeroplane handling, servicing and maintenance

H8.1 Introduction

H8.2 Aeroplane inspection periods

H8.3 Aeroplane alterations or repairs

H8.4 Ground handling/Road transport

H8.5 Cleaning and care

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H8.1 Introduction
This section contains factory-recommended procedures for proper ground handling and
servicing of the aeroplane. It also identifies certain inspection and maintenance requirements
which must be followed if the aeroplane is to retain that new-plane performance and
dependability. It is wise to follow a planned schedule of lubrication and preventive
maintenance based on climatic and flying conditions encountered.

H8.2 Aeroplane inspection period

(Reference to Maintenance Manual of the aeroplane.)

H8.3 Aeroplane alterations or repairs

It is essential that the Agency be contacted prior to any alterations on the aeroplane to ensure
that airworthiness of the plane is not violated. For repairs refer to the applicable
Maintenance Manual Doc. No. ,... ... .. ...

H8.4 Ground handling/ Road transport (f applicable)

(Explain the following procedures:
(a) Towing
(b) Parking
(c) Mooring
(d) Jacking
(e) Levelling
(f) Road transport (if applicable) including dissembling for road transport and assembling
after road transport.)

H8.5 Cleaning and care

(Describe cleaning procedures for the following aircraft items:
(a) Painted exterior surfaces
(b) Propeller
(c) Engine
(d) Interior surfaces, seats and carpets,
and explain the recommended cleaning agents and give caution notes, if necessary.)

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Section 9

H9 Supplements

H9.1 Introduction

H9.2 List of inserted supplements

H9.3 Supplements inserted

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H9.1 Introduction
This section contains the appropriate supplements necessary to safely and efficiently operate
the aeroplane when equipped with various optional systems and equipment not provided
with the standard aeroplane.

H9.2 List of inserted supplements

Date Doc. No. Title of the inserted supplement

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H9.3 Supplements inserted

(Each supplement should normally cover only a single system, device or piece of equipment
such as an autopilot, ski or navigation system. The supplement may be issued by the
aeroplane manufacturer or by any other manufacturer of the applicable item.
The supplement must be approved by the Agency and must contain all deviations and
changes relative to the basic Flight Manual.
Each supplement should be a self-contained, miniature Flight Manual with at least the
following:
Section 1 General
The purpose of the supplement and the system or equipment to which it
specifically applies should be stated.
Section 2 Limitations
Any change to the limitations, markings or placards of the basic Flight Manual
should be stated. If there is no change, a statement to that effect should be made.
Section 3 Emergency procedures
Any addition or change to the basic emergency procedures of the Flight Manual
should be stated. If there is no change, a statement to that effect should be made.
Section 4 Normal procedures
Any addition or change to the basic normal procedures of the Flight Manual
should be stated. If there is no change, a statement to that effect should be made.
Section 5 Performance
Any effect of the subject installation upon aeroplane performance as shown in the
basic Flight Manual should be indicated. If there is no change, a statement to that
effect should be made.
Section 6 Weight and balance
Any effect of the subject installation upon weight and balance of the aeroplane
should be indicated. If there is no change, a statement to that effect should be
made.)

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