Light Heli Type Certification
Thread Starter
Joined: Sep 2005
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From: clinging to the wreckage
Light Heli Type Certification
Hi,
Was wondering where I could find a brief list of requirements for type certification for light heli's.
Dont want to get too technical just a basic list will suffice.
Cheers and safe flying
Tony
Was wondering where I could find a brief list of requirements for type certification for light heli's.
Dont want to get too technical just a basic list will suffice.
Cheers and safe flying
Tony
Joined: Oct 2004
Posts: 351
Likes: 0
From: UK
You do not state under which jurisdiction you wish to operate so I have assumed that EASA will apply.
For Very Light Rotorcraft, CS-VLR Amdt 1 is the certification specification.
For small rotorcraft, CS-27 Amdt 2 is the applicable document.
For Very Light Rotorcraft, CS-VLR Amdt 1 is the certification specification.
For small rotorcraft, CS-27 Amdt 2 is the applicable document.
Thread Starter
Joined: Sep 2005
Posts: 123
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From: clinging to the wreckage
Yes I am in europe
Thank you Curtis
Its a bit technical though, was looking for a list that puts it in 'laymans' terms, which I have seen before but cant remember where.
Thank you Curtis
Its a bit technical though, was looking for a list that puts it in 'laymans' terms, which I have seen before but cant remember where.
Joined: Dec 2001
Posts: 1,835
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From: Philadelphia PA
Tony1969:
There's an Advisory Circular on the subject (check the FAA website for AC 27-2, which I believe is the latest version).
But none of it is in layman's terms - believe me. I'm an experienced engineering test pilot, and it took me over a year working as a certification test pilot at Transport Canada to begin to understand the subtle and very complex nature of the certification requirements. Even then, there were things I didn't understand until much later.
I'm curious to know why you want to know the certification requirements. Not a cheap, quick or easy process.
There's an Advisory Circular on the subject (check the FAA website for AC 27-2, which I believe is the latest version).
But none of it is in layman's terms - believe me. I'm an experienced engineering test pilot, and it took me over a year working as a certification test pilot at Transport Canada to begin to understand the subtle and very complex nature of the certification requirements. Even then, there were things I didn't understand until much later.
I'm curious to know why you want to know the certification requirements. Not a cheap, quick or easy process.
Thread Starter
Joined: Sep 2005
Posts: 123
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From: clinging to the wreckage
Hi. I appreciate its not an easy process,
It was prompted by a high time fixed wing student that is converting and was curious as to why, for instance on the 300, there are no manoeuvring speeds stated, and we were after more info on what the aircraft goes through for certification.
I am sure I have seen a list in the past that was basic, ie turns demonstrated at max gross weight to a certain 'g', hover controllability at max gross and a certain DA in 17 knots wind, etc
Tony
It was prompted by a high time fixed wing student that is converting and was curious as to why, for instance on the 300, there are no manoeuvring speeds stated, and we were after more info on what the aircraft goes through for certification.
I am sure I have seen a list in the past that was basic, ie turns demonstrated at max gross weight to a certain 'g', hover controllability at max gross and a certain DA in 17 knots wind, etc
Tony
Joined: Dec 2001
Posts: 1,835
Likes: 3
From: Philadelphia PA
Just a couple of things that are different - No VY speed, no maneuvering speed.
No VY speed, because it can be zero if you can climb vertically from an out of ground effect hover and because if you can't do that climb, the speed for best angle of climb would probably be below the airspeed that can be sensed by the pitot system.
No maneuvering speed because the rotor can't produce enough sustained thrust to overstress the airframe.
If I put my rapidly failing mind to it, there would probably be other differences from fixed wing. Sadly there aren't enough certification requirements that address purely helicopter issues properly.
No VY speed, because it can be zero if you can climb vertically from an out of ground effect hover and because if you can't do that climb, the speed for best angle of climb would probably be below the airspeed that can be sensed by the pitot system.
No maneuvering speed because the rotor can't produce enough sustained thrust to overstress the airframe.
If I put my rapidly failing mind to it, there would probably be other differences from fixed wing. Sadly there aren't enough certification requirements that address purely helicopter issues properly.
