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Requirement to be read as follows:

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1.2        This specification is applicable to aeroplanes intended for ‘non-aerobatic’ and for ‘VFR day’ operation only. Non-aerobatic operation includes:

(1)         Any manoeuvre incidental to normal flying;

(2)         Stalls (except whip stalls); and

(3)         Eights, chandelles, and steep turns, in which the angle of bank is not more than 60°.

(4)         Spinning for aeroplanes complying with 4.5.9.2.

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1.3

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3.1.4 and 3.1.4.1

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4.1.3    When the aircraft is equipped with a variable pitch propeller and/or a retractable landing gear, the various configurations of those devices have to be considered, as applicable.

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4.3.2    A propeller that can be controlled in flight but does not have constant speed controls must be so designed that:

4.3.2.1  4.3.1 is met with the lowest possible pitch selected for the take-off and climb case, and

4.3.2.2  4.3.1 is met with the highest possible pitch selected for the glide case.

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4.3.3    A controllable pitch propeller with constant speed controls must comply with the following requirements:

4.3.3.1 With the governor in operation, there must be a means to limit the maximum engine rotational speed to the maximum allowable take-off speed, and

4.3.3.2 With the governor inoperative, there must be a means to limit the maximum engine rotational speed to 103 % of the maximum allowable take-off speed with the propeller blades at the lowest possible pitch and the aeroplane stationary with no wind at full throttle position.

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4.5.7    Wing level stall and stall warning

4.5.7.1 It shall be possible to prevent more than 20° of roll or yaw by normal use of the controls during the stall and the recovery at all weight and CG combinations.

4.5.7.2 A stall warning can be omitted when, during stalling in level flight:

4.5.7.2.1 It is possible to initiate and correct a roll motion using aileron control alone while maintaining rudder control at neutral position; and

4.5.7.2.2  The aeroplane does not have a noticeable tendency to drop one wing while aileron and rudder controls are held neutral.

4.5.7.3  On aeroplanes that do not meet requirements under 4.5.7.2:

4.5.7.3.1  In both straight and turning flight with flaps and landing gear in any normal position, a clear and distinctive stall warning must exist;

4.5.7.3.2  The stall warning must not occur at normal operating speeds, but must occur sufficiently before the stall to allow the pilot to regain level flight;

4.5.7.3.3 The stall warning may be furnished either through the inherent aerodynamic qualities (e.g. buffeting) of the aeroplane or by a device that clearly indicates the stall.

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4.6.1    Ground Vibration Test — For aircraft with a Vne exceeding 200 km/h (108 kt) a ground vibration test with subsequent analysis of the vibration modes and frequencies and potential flutter cases must show the aircraft to be free from flutter before verification in flight.

4.6.2    This ground vibration test and analysis may be omitted when there is clear reason to assume freedom of flutter due to compliance with all of the following:

(1)         Reasonable analysis following the Airframe and Equipment Engineering Report No 45 (as corrected) ‘Simplified Flutter Prevention Criteria’ (published by the Federal Aviation Administration) shows the aircraft to be free from flutter risk;

(2)         The airplane does not have T-tail, V-tail or boom-tail or other unconventional tail configurations;

(3)         Is equipped with fixed fin tail surfaces;

(4)         Does not have significant amount of sweep;

(5)         Does not have unusual mass concentrations along the wing span (such as floats or fuel tanks in the outer wing panels).

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4.7        Ground and Water Control and Stability

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4.7.3    A seaplane or amphibian may not have dangerous or uncontrollable porpoising characteristics at any normal operating speed on the water.

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4.8        Spray characteristics — Spray may not dangerously obscure the vision of the pilots or damage the propeller or other parts of a seaplane or amphibian at any time during taxiing, take-off, and landing.

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5.10.2 Each aeroplane with retractable landing gear must be designed to protect each occupant in a landing:

5.10.2.1  With the wheels retracted;

5.10.2.2  With moderate descent velocity;

5.10.2.3  Assuming, in the absence of a more rational analysis

(1)         a downward ultimate inertia force of 3g, and

(2)         a coefficient of friction of 0.5 at the ground.

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6.12     Landing Gear Retracting Mechanism

6.12.1  Each landing gear retracting mechanism and its supporting structure must be designed for the maximum flight load factors occurring with the gear retracted.

6.12.2  For retractable landing gears it must be shown that extension and retraction of the landing gear are possible without difficulty up to VLO.

6.12.3  An aeroplane equipped with a non-manually operated landing gear must have an auxiliary means of extending the gear.

6.12.4  If a retractable landing gear is used, there must be a means to inform the pilot that the gear is secured for both the extended and retracted position.

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6.13     Floats and Hulls

6.13.1 Main Float Buoyancy — Each main float must have:

6.13.1.1 A buoyancy of 1.8 times the portion of the 80 % in excess of the maximum weight which that float is expected to carry in supporting the maximum weight of the seaplane or amphibian in fresh water; and

6.13.1.2  Enough watertight compartments to provide reasonable assurance that the seaplane or amphibian will stay afloat if any of the two compartments of the main floats are flooded.

6.13.2 Each main float must contain at least four watertight compartments approximately equal in volume.

6.13.3 Auxiliary Floats — Auxiliary floats must be arranged so that 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 amphibian being tilted.

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7.1.4    The powerplant, including all systems required for the operation of the engine and including installed accessories, must be installed to ensure safe operation within the aircraft operating envelope.

7.1.5    Systems required for the operation of the engine must be identified and verified to provide adequate capacities (such as fuel flow, lubrication, cooling) within the aircraft operating envelope.

7.1.6    Areas of the engine compartment where flammable fluids or moisture could accumulate in normal ground and flight attitudes must be drained.

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7.4.3    Oil lines located in an area subject to high heat (engine compartment) must be fire resistant or protected with a fire-resistant covering.

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7.7        Cooling

7.7.1    Liquid cooling — When equipped with a liquid cooling system:

7.7.1.1 Components of the liquid cooling system must be selected and installed as to withstand all operating conditions that must be expected.

7.7.1.2 Coolant tanks shall be designed to withstand a positive pressure of 24.5 kPa (3.55 psi) (2.5-m (8.2-ft) water column) plus the maximum working pressure of the system.

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7.8        Exhaust — Each exhaust system must ensure safe disposal of exhaust gases without fire hazard or carbon monoxide contamination in the personnel compartment.

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7.9        Propeller:

7.9.1    Sufficient clearance must be provided between propeller and ground or water, as well as between propeller (including all other rotating parts of the propeller and spinner) and structural components. Effects of aircraft weight, center of gravity, propeller pitch positions, flight accelerations, vibrations and aging of shock mounts must be considered.

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8.6        Instruments and other equipment may not in themselves, or by their effect upon the aircraft, constitute a hazard to safe operation. Therefore:

8.6.1    Each item of required ATC equipment must be approved.

8.6.2    Each item of installed equipment must:

8.6.2.1 be installed according to limitations specified for that equipment;

8.6.2.2 be installed in a way that it is unlikely to adversely affect the proper functioning of any other system or equipment of the aircraft;

8.6.2.3 be installed in a way to function properly;

8.6.2.4 be labelled or designed to be clearly identifiable;

8.6.2.5 be described and labelled appropriately regarding limitations and operation.

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9.1.4

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9.2 incl. sub-chapters

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10.1     Each aeroplane shall be furnished with a Flight Manual or Pilot’s Operating Handbook (POH) that complies with Subpart G.

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A1.2.4 The take-off distance according 4.4.2 must not exceed 500 m when taking off from dry, level, hard surface at sea level.

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A1.3.2 An adequate Stall Warning must be shown for the tow condition.

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A1.6.1.4 (3) the pilot effort required shall not be less than 20 N nor greater than 200 N.

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A1.6.1.5  The release control shall be located so that the pilot can operate it without having to release any other primary flight control and should be of yellow colour.

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A1.6.1.6  The rated ultimate strength of the weak links to be used in the towing cable shall be established and shown to be suitable in operation. For the determination of loads to be applied for the purpose of this section, the strength of the weak link shall not be less than 300 daN (674.4 lb).

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A1.6.1.8  For towing flights a device (e.g. an adjustable mirror) shall be used so that the pilot, when strapped in his seat, has full and unrestricted view of the towed glider in the positions of A1.6.1.3(2)

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A1.7.1.1  The minimum permissible towing speed (V_Tmin, > 1.3*V_S1) and the maximum permissible towing speed (V_Tmax > 1.5*V_S1 < V_A).

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A1.7.1.5  The minimum and maximum tow rope length and the tow rope flexibility.

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Annex A2 External lights

A2.1     Applicability

A2.1.1 If external lights are installed they must comply with Annex A2 as amended by this CS-LSA.A2.7.2 to A2.7.4.2 and A2.7.4.4.

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Annex A2

Chapters A2.2 – A2.7.1.5 and

Chapter A2.7.4.3 and

Chapters A.2.8 – A.2.11.2