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AIRWORTHINESS
24.01.2(4) Application for build number
An application for a build number shall be made on Form CA24.01.1. See Annex D.
AMATEUR-BUILT AIRCRAFT
[Note: The following is applicable to all first designs, which include the prototype of a production-built aircraft (as defined). Where in respect of other categories of aircraft it is prescribe that they shall meet the design standards of amateur- or production-built aircraft, the requirement is that, at one stage or another, these standards were met, and that such can be proven by means of documentation.
The above is of importance especially in respect of the requirements for static testing. E.g.: only the prototype of a production-built aircraft needs to be static tested to ultimate loads. Other first designs need to be tested to limit loads only.
Similarly and unless otherwise stated, proving flights are required for first designs, including the prototype of a production-built aircraft, only. However, a proving test flight for the issue of an Authority to Fly is always required in respect of each and every individual aircraft.
Attention is also drawn to the fact that as soon as a constructor deviates from an approved build standard the aircraft type approval becomes invalid. Permission for the deviation (modification) needs to be obtained, and (new) proving flights may be required.]
24.01.2.A.1 Engineering design analysis
Regulation 24.01.2(5)(a) refers –
(1)
the owner of an amateur-built aircraft shall ensure that proof of engineering design analysis for the aircraft or type of aircraft is available, validated and traceable.
(2)
The engineering design analysis for an amateur-built aircraft shall include the following:
(a)
the design criteria basis;
(b)
a schedule of how compliance with the design criteria basis is proposed;
(c)
a predicted performance analysis prior to commencing of proving flights;
(d)
an aerodynamic analysis appropriate to the type of aircraft, in accordance with the checklist attached as Annex C;
(e)
a structural analysis appropriate to the type of aircraft; and
(f)
an analysis of the power plant/s and propeller/s (if applicable) and of the systems appropriate to the type of aircraft.
In the design of an amateur-built aircraft, the following conditions must be met:
(a)
The aircraft must be able to withstand the maximum loads to be expected in service without any permanent deformation or any deformation which may interfere with the safe operation of the aircraft. See Section 24.01.2.A.7 “Static tests”.
(b)
The aircraft structure must be designed to be able to withstand ultimate loads; that is the limit loads multiplied with a safety factor as specified in the relevant subgroup.
(c)
The aircraft must not have any apparent unsatisfactory features of design and construction.
(d)
(i)
It is desirable, but not prescribed, that the constructor makes use of approved aircraft components, such as engines, propellers, wheels, instruments, avionics, electrical components and similar items. Structural components of other aircraft that are still airworthy may also be used.
(ii)
Where items, including materials, not normally approved for aircraft construction are to be used, the constructor shall prove to the Commissioner or, if applicable, to the organisation approved for the purpose in terms of Part 149, as the case may be, that the item, items or materials have characteristics which make them suitable in all respects for the intended purpose and meet the design criteria referred to in TS 24.01.2.A.1(2)(a).
(iii)
The items, referred to in subparagraph (ii), include engines and propellers, provided that no adverse characteristics of the engine, propeller, or engine-propeller combination are evident.
(e)
The constructor remains fully responsible for the integrity of the aircraft. Any inspections made by an inspector, to determine that such aircraft has been built from acceptable materials and in accordance with normal aircraft construction procedures, are carried out on the basis of the information given by the constructor to the inspector, and by careful study of the relevant drawings.
(f)
Where applicable, suitable means must be provided to minimize the possibility of carburettor icing.
(g)
The complete power plant installation, including the propeller, as installed in the aircraft, must undergo a test sequence as determined in the design criteria referred to in TS 24.01.2.A.1(2)(a).
(h)
Only fuel of a grade that will not cause destructive detonation and will minimize the possibility of vapour locks shall be used.
[Note: Airworthiness standards that are acceptable to the Commissioner include –
(a)
BCAR Section K ‘Light Aircraft’
(b)
FAR 23 ‘Light Aircraft’
(c)
JAR-VLA ‘Very Light Aircraft’
(d)
AFNOR – The French ACPULS certification
(e)
DHV – The German ‘Gute Siegel’ certification
(f)
USHGA – The US Hang Gliding Association
(g)
AHGF – The Australian Hang Gliding Federation
(h)
SHV – The Swiss Hang Verein certification
(i)
SAPA – The South African Parachute Association reserve parachute testing procedure
(i)
DULV.]
(1)
The materials used in the construction of the aircraft shall be those normally accepted for aircraft use or their equivalents. If other materials are used, the constructor must be satisfied that they are in all respect satisfactory for the intended purpose. If called upon to do so, he or she shall supply information to the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be, on the qualities of the materials used. When wood (preferably spruce) is used, careful selection of quality is essential. Particular attention must be paid to the direction of the grain.
(2)
The workmanship used in the construction of the aircraft shall be of the highest standard. Constructors must use recognised aeronautical workshop practices. Document FAA AC 43-13 may be used for guidance.
(3)
All welding shall be done by the holder of a Category X 5 welding rating, issued in terms of Part 66 or Part 145 of the CAR, 1997. The welder’s particulars must be noted in the aircraft logbook.
(4)
The builder or owner of the aircraft shall keep, during the construction process, full recorded details of the process, the materials used, and the dimensions of the parts and components. This is called the build standard of the aircraft.
(1)
An owner, not conversant with the technical requirements concerning the construction of the aircraft, shall have his or her aircraft inspected at various stages of construction by an Approved Person (AP), with the appropriate inspection rating for the type of aircraft, in order to prevent at an early stage the possibility of undesirable features.
(2)
At all times, before the covering of any major component, including the closure of wooden box spars, the structure shall be made available for inspection by an AP, with the appropriate inspection rating for the type of aircraft, who shall be responsible for the completion of paragraph 8 of Form CA24.01.9, and make the appropriate entry in the airframe logbook of the aircraft.
(3)
When completely assembled, with engine, essential instruments and equipment in place, the aircraft shall again be made available for inspection by an AP, with the appropriate inspection rating for the type of aircraft, who shall be responsible for the completion of paragraph 10 of Form CA24.01.2, and make an appropriate entry in the aircraft logbook certifying the work or inspection carried out.
[Note: The inspections referred to in subparagraphs (2) and (3) are required in order to establish that –
(a)
workmanship during construction and assembly of components conforms to good aeronautical practices and procedures;
(b)
the materials used in the primary structure, the control systems, and in any other stressed parts are, in all respects, suitable for the intended purpose; and
(c)
the construction is, in all respects, essentially similar to that of the latest issue of the drawings or altered drawings and build standard.]
24.01.2.A.5 Determining the mass and centre of gravity of the aircraft
(1)
The empty mass of the aircraft (including the mass of equipment and instruments necessary for the safe operation of the aircraft) and its centre of gravity shall be determined in accordance with Manual AC-43-13-1B and recorded on Form CA24.01.2, to be signed by the owner, before any proving flight authorization will be issued by the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997.
(2)
In the case of a weight-shift controlled aircraft, the applicant must provide the centre of gravity and the height difference or angle between the front wheel and the main gear.
[Note: Determining the line of centre of gravity for a weight-shift controlled aircraft is usually done by hanging the aircraft, using the attachment point between wing and the rest of the fuselage.]
24.01.2.A.6 Instruments, equipment and placards
(1)
Instruments
An amateur-built aircraft shall be equipped with the instruments prescribed in Part 91, Part 94 and Part 96, as applicable for the operation of the particular type of aircraft, unless exempted in terms of this Part.
(2)
Equipment
An amateur-built aircraft shall be equipped as prescribed in Part 91, Part 94 and Part 96, as applicable for the operation of the particular type of aircraft, unless exempted in terms of this Part.
(3)
Placards
The following placards shall be installed in an amateur-built aircraft, unless exempted in terms of this Part:
(a)
In a prominent position in full view of the pilot and all passengers, and in capital letters of not less than 3 mm high:
WARNING
AMATEUR-BUILT AIRCRAFT
THIS AIRCRAFT IS NOT REQUIRED TO COMPLY WITH ALL THE REGULATIONS FOR TYPE-CERTIFICATED AIRCRAFT
TO BE OPERATED FOR SPORT OR RECREATIONAL PURPOSES ONLY
YOU FLY IN THIS AIRCRAFT AT YOUR OWN RISK
(or the relevant other reference for the class or sub-group of the particular non-type certificated aircraft, such as “PRODUCTION-BUILT AIRCRAFT”, “MICROLIGHT AIRCRAFT”, “VETERAN AIRCRAFT”, “EX-MILITARY AIRCRAFT”):
Provided that the note “to be operated for sport or recreational purposes only” may be left off if the aircraft has been approved for commercial air transport operations in terms of Part 96;
(b)
on the instrument panel(s):
OPERATE UNDER VMC ONLY
MAXIMUM PERMISSIBLE AIRSPEED
kts IAS
MAXIMUM PERMISSIBLE ENGINE SPEED
rpm
MAXIMUM PERMISSIBLE MASS
kg
Any additional limitation indication such as temperature, pressure, which the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be, deems necessary:
Provided that the note “Operate under VMC only” may be left off if the aircraft has been approved for instrument flight;
(c)
a fire-proof plate on the instrument panel, containing the following information:
•
Name of the constructor or manufacturer;
•
Aircraft type and model;
•
Aircraft registration letters and serial or build number;
•
Engine make and model and horse power;
•
Date of manufacture.
(4)
Exemptions
The following non-type certificated aircraft are exempted form the requirements prescribed in terms of subregulation (3):
(a)
hang-gliders, including powered hang-gliders;
(b)
unmanned balloons;
(c)
model aircraft;
(d)
paragliders, including powered paragliders and paratrikes; and
(e)
single-seat aircraft, unless used for “hire and fly”.
(1)
Static tests are to be carried out on the aircraft before its first flight.
(2)
The primary aircraft structure shall be tested to the limit loads for which the aircraft will be registered.
(3)
A designated airworthiness representative shall witness the static test and sign the static test report, referred to in subparagraph (5).
(4)
The aircraft may not have any detrimental permanent deformation or any deformation during and after the static test that may interfere with the safe operation of the aircraft. In addition, there shall be full and free movement of the controls while under maximum limit loads.
(5)
A static test report shall be submitted to the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be, with the relevant documentation for the application of a proving flight authority.
(1)
On conclusion of the static test program, the aircraft shall undergo proving flights to determine performance, handling and strength substantiation to the extent set out in subparagraph (4).
(2)
Before any proving flights are undertaken, the owner of the aircraft shall apply for a Proving Flight Authority as per Regulation 24.02.1 and be in the possession of such a Proving Flight Authority, issued in terms of sub-regulation 24.02.3(4).
(3)
The following conditions shall apply to any proving flights:
(a)
The flights shall be conducted with the aircraft loaded to various masses and ultimately to within 2% of the aircraft’s proposed maximum all-up mass (MAUM) in order to determine the following:
(i)
climb performance;
(ii)
the altitude at which the rate of climb falls to 50 feet per minute. For multi-engine aircraft, firstly with all engines operating and then with the critical engine feathered or stopped as the case may be;
(iii)
lateral, longitudinal and directional stability and stalling characteristics;
(iv)
the maximum level flight speed attainable;
(v)
the engine operating conditions (temperatures, carburettor icing tendencies);
(vi)
the accuracy of the airspeed indicating system; and
(vii)
such other factors as the Commissioner or, if applicable, the organisation designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be, considers necessary.
(b)
The results so obtained above shall be entered in the airframe logbook. This information must be as complete as possible in order to provide sufficient data to the new owner in case of a change of ownership.
(c)
A final flight test shall be carried out at the maximum airspeed (Vne) for which the owner wants the aircraft to be approved. The aircraft structure shall then be subjected to the maximum acceleration forces (limit loads), for which it was designed.
(d)
For the flight, referred to in subparagraph (c), the following shall apply:
(i)
a recording accelerometer in working condition shall be carried;
(ii)
where possible, the pilot shall wear a parachute; and
(iii)
arrangements shall be made to permit easy evacuation of the aircraft in the case of a mishap.
(e)
The maximum airspeed, referred to in subparagraph (c), shall be chosen by the owner but must at least be 10% more than the maximum level flight speed attainable.
(f)
The maximum acceleration chosen varies with the type of operation to be conducted, and the minimum acceptable to the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be, will be in accordance with the limit loads as stated for each subgroup of aircraft.
(4)
During the course of proving flights, the following flight experience shall be gained in respect of the aircraft:
(a)
a minimum of 25 hours of flight time when an approved or type-certificated aircraft engine is installed; or
(b)
a minimum of 40 hours of flight time when any other engine is installed; or
(c)
in the case of the first importation of a production-built aircraft, a minimum of 20 hours, or more at the discretion of the Commissioner; and
(d)
such other tests or flight experience as the Commissioner considers necessary.
(5)
During the course of the proving flights, a record shall be kept of the flight history of the aircraft. The following information shall be recorded on Form CA24.01.2:
(a)
the duration of each individual flight counted towards the flight times required in terms of subparagraph (4);
(b)
a statement of the purpose of each flight; i.e. determining stall characteristics, controllability, or proficiency in preparation for the final flight test as per subparagraph (3)(c);
(c)
details of any mishaps, incidents or defects (no matter how trivial these may appear to be), and of any other experience encountered and not considered to be entirely normal; and
(d)
details of all repairs and modifications made to the aircraft, its engines or installed equipment, which updates the build standard.
[Note: Guidance material on how to conduct proving flights can be found in FAA AC 90-89 “Amateur-built Aircraft Flight Testing Handbook” issued by the FAA in conjunction with the US Experimental Aircraft Association (EAA).]
Any person who applies for the issue of an Authority to Fly for a non-type certificated aircraft shall comply mutatis mutandis with the appropriate noise standards as prescribed in Part 36 of these regulations.
24.01.2.A.10 Engine emission and fuel venting certification
Any person who applies for the issue of an Authority to Fly for a non-type certificated aircraft shall comply mutatis mutandis with the appropriate provisions of Part 34 of these regulations.
24.01.2.A.11 Hang-glider towing installations
(1)
The requirements of this subsection are applicable where approval for the aerotowing of a single hang-glider is intended.
(2)
The maximum all-up mass of the hang-glider to be aerotowed, including pilot and all equipment, shall be selected by the applicant but shall not exceed 200 kg.
(3)
The maximum hang-glider towing speed VT shall be selected by the applicant. VT shall be at least 1,3 VSI, where VSI is the stalling speed of the aeroplane in the cruising configuration without a hang-glider in tow.
(4)
The aeroplane shall have proof and ultimate factors of safety of not less than 1,0 and 1,5 respectively, when loads equal to 1,2 of the nominal strength of the weak link are applied through the towing hook installation in the conditions shown below, simultaneously with the loads arising from the most critical normal accelerations at the speed VT within the limits of the limit and ultimate loads set for the aeroplane.
The conditions applicable are:
(i)
the speed is assumed initially to be at the maximum glider towing speed VT; and
(ii)
the load at the towing hook installation is assumed to be acting in each of the following directions, relative to the longitudinal centre line of the aeroplane:
*
horizontally backwards
*
backwards and upwards at 40° to the horizontal
*
backwards and downwards at 20° to the horizontal
*
horizontally backwards and 25° sideways in both directions
(5)
The towing hook shall be of a quick-release type. It shall be established that with loads equal to 10 percent and 180 percent of the nominal strength of the weak link is applied to the towing hook in each direction prescribed in subparagraph (4) and the release control is operated:
(a)
the cable will be released;
(b)
the released cable is unlikely to cause damage to, or become entangles with any part of the aeroplane; and
(c)
the pilot effort required shall not be less than 20 Newton or greater than 100 Newton.
(6)
The release control shall be so located that it can be operated by the pilot without having to release any of the primary controls.
(7)
The maximum strength of any weak link which may be interposed in the towing cable shall be established. For the determination of loads to be applied for the purpose of this subsection, the strength of the weak link shall not be less than 900 Newton.
[Note: Further information may be found in the Australian Airworthiness Design Requirements for weight-shift controlled aeroplanes, and in the book ‘Towing Aloft” by Dennis Pagen and Bill Bryden, ISBN 0-936310-13-8, published by Sport Aviation Publications, P O Box 101, Mingoville, PA 16856 USA.]
PRODUCTION-BUILT AIRCRAFT
[Note: Attention is drawn to the note under section A “Amateur-built aircraft” section B prescribes the additional requirements to be met for the design to qualify for aircraft type approval in terms of Regulation 24.02.10. Additional requirements are generally in respect of the prototype (first design) aircraft only.]
24.01.2.B.1 Engineering design analysis
The engineering design analysis for a production-built aircraft shall –
(a)
for the prototype meet the provisions of TS 24.01.2.A.1; and
(b)
include for a production design, after successful completion of the proving flights with the prototype, with reference to the design analysis submitted in terms of paragraph (2) of TS 24.01.2.A.1, and based on the results of all proving flights, the following:
(i)
recorded, validated performance analysis for complete flight and mass envelope;
(ii)
recorded, validated aerodynamic analysis for complete flight and mass envelope;
(iii)
recorded, validated and detailed structural analysis;
(iv)
validated and detailed production status engineering design for each part, component and assembly of the aircraft; and
(v)
recorded, validated and proven power plant and propeller (if applicable) and systems analysis for the production status power plant or plants and systems.
24.01.2.B.2 Aircraft type approval
(1)
The requirements for the construction, design, flight performance, power plant, operational and continued airworthiness shall be based on either the FAR Part 23, FAR Part 27, BCAR, JAR or equivalent requirements, or any other standard as prescribed for a particular sub-group. In all cases, the requirements shall be not less than the requirements prescribed for amateur-built aircraft in Technical Standard 24.01.2.A.
(2)
(a)
In respect of an imported production-built aircraft, the build standard to which it was manufactured, shall be submitted with the documents for registration of the aircraft. This build standard is considered confidential information and the foreign manufacturer may send it directly to the Commissioner or, if applicable, the organization designated for the purpose in terms of Part 149 of the CAR, 1997, as the case may be. Where insufficient data for evaluation by the Commissioner is submitted, a full proving flight programme may be demanded.
(b)
Notwithstanding the provisions of subparagraph (a), the Commissioner may, but is not compelled to waive these requirements in the case of a production-built aircraft approved by an appropriate authority.
(c)
The complete build standard of a locally to be manufactured production-built aircraft shall be submitted to the Commissioner or, if applicable, the organisation designated for the purpose in terms of Part 149, as the case may be, as part of the application for the Authority to Fly of the prototype.
(d)
Any revision to the build standard, made at a later stage, shall be submitted by the organisation approved in terms of Subpart 4 of Part 24, or its local agent, to either the Commissioner or the designated organisation, as the case may be, for evaluation.
(3)
In the case of the prototype of a production-built aircraft, static tests shall have been carried out to ultimate loads. The ultimate static test shall show that the aircraft equals or exceeds a safety factor of 1,5.
(4)
Except as provided for in TS 24.01.2.A.8(4)(c), following the grant of an Authority to Fly to the prototype aircraft, no static tests or proving flights shall be required for any subsequently manufactured or assembled production-built aircraft of the type, provided that an inspection of each individual aircraft shall be required to show compliance with the approved build standard. An appropriately rated test pilot shall carry out a final flight test on each individual aircraft to satisfy the requirements for the issue of an Authority to Fly to that particular aircraft.
(5)
In the case of the first locally assembled imported production-built aircraft it shall be test flown by a pilot who is the holder of a valid Class I or Class II test flight rating, to establish whether the aircraft meets the performances as advertised in the Flight Manual, and whether the aircraft may be safely operated under the weather and geographic conditions prevailing in South Africa. Additional proving flights in terms of TS 24.01.2.A.8(4)(c) may be conducted by an appropriately rated pilot.
(6)
Should the test flights, referred to in subparagraph (5), be unsatisfactorily, and an Authority to Fly refused on the basis thereof, no further import permits shall be granted for that type of production-built aircraft, unless revisions to the build standard or new performance test date have been submitted and approved by the Commissioner or, if applicable, the organisation approved for the purpose in terms of Part 149, as the case may be, suggesting that the shortcomings have been corrected. The provisions of subparagraph (5) shall apply mutatis mutandis to the first aircraft imported following any modifications.
(7)
The organisation approved in terms of Subpart 4 of Part 24 to manufacture or assemble a production-built aircraft for which the prototype has been issued with an Authority to Fly shall in respect of each further aircraft to be built or assembled ensure that –
(a)
materials, parts and components used conform to those approved for the building standard;
(b)
a proper inspection and test flight programme is in place to satisfy the requirements of subparagraph (4);
(c)
each aircraft is available for inspection by the Commissioner or the organization approved for the purpose in terms of Part 149, as the case may be; and
(d)
at all times the technical data and drawings of the build standard, necessary to determine whether the aircraft and its components conform to the build standard, are available at the place of manufacture or assembly of the aircraft.
(8)
Where a production-built aircraft has been delivered in the form of a kit for self-assembly, its owner shall meet the provisions of TS 24.01.2.A.3 and TS 24.01.2.A.4. Any deviation from the build plan or assembly instructions shall be considered to be a modification, requiring the approval of the Commissioner, or the organisation designated for the purpose in terms of Part 149, as the case may be.
(9)
Where an aircraft is built locally according to the building standard of a production-built aircraft for which an Authority to Fly already has been issued, the provisions of this technical standard, except for subparagraph (3), shall mutatis mutandis apply.
VETERAN AIRCRAFT
(1)
The owner of a veteran aircraft shall ensure that the aircraft is maintained according to –
(a)
the latest maintenance manuals and schedules approved for the aircraft by the manufacturer; and
(b)
any additional maintenance instructions issued by the Commissioner.
(2)
Whenever the owner of a veteran aircraft intends to make modifications to a veteran aircraft that would have been considered to be a change to the type certificate, the owner shall comply with the provisions of Sub-Part 3 of Part 21 of the CAR, 1997, before applying for a new Authority to Fly.
(3)
The issuing of an Authority to Fly is dependent on the aircraft meeting acceptable airworthiness standards, as prescribed in this Document. Where the service life of the aircraft, as determined by the original manufacturer, has expired, the owner shall provide proof that the service life can be safely extended, and prescribe in his or her approved maintenance schedule or maintenance control manual, as the case may be, the procedures to be followed in monitoring the aircraft’s critical components.
24.01.2.C.2 Aircraft documentation
(1)
The owner of a veteran aircraft shall submit to the Commissioner copies of the manufacturer’s original maintenance and operating manuals, should the Commissioner not already be in the possession of such documents, and shall submit to the Commissioner for his or her approval any proposed amendments to such manuals.
(2)
Where no such manuals can be produced, the owner shall submit to the Commissioner for his or her approval any document that will support the development of replacement manuals.
EX-MILITARY AIRCRAFT
As many ex-military aircraft are of complex design and have equipment and systems that are more complicated and demanding than civil aircraft of comparable mass and size, and which equipment or systems may require particular skills, not normally found amongst licensed AMEs or AMOs, specialist facilities and equipment may have to be provided or arranged for by the owner of such aircraft, and specialist maintenance personnel identified and contracted for the maintenance of the aircraft, before the granting of, and as a condition of an Authority to Fly.
24.01.2.D.2 Maintenance support requirements
(1)
Before permission will be granted for the importation of an ex-military aircraft –
(a)
the following information, to the extent available, shall be submitted to the Commissioner:
(i)
General:
(aa)
country of manufacture
(bb)
number of aircraft of type manufactured
(cc)
last year of manufacture
(dd)
organisations that operate or have operated the aircraft type
(ee)
accident history of aircraft type, excluding those caused by military operations
(ff)
primary mission purpose; e.g. trainer, fighter, bomber, etc.
(gg)
standard equipment list
(hh)
mass and balance information
(ii)
list of documentation available
(jj)
manufacturer’s support available
(kk)
spare part position
(ii)
Aircraft specific:
(aa)
date of manufacture
(bb)
hours flown
(cc)
flight cycles
(dd)
service life
(ee)
accident history, including operational damage incurred
(ff)
date last flown
(gg)
current location
(hh)
modification status
(ii)
status of aircraft, engine and propeller logbooks or similar documents reflecting the aircraft’s history
(jj)
current equipment list;
(b)
the Commissioner may require the applicant to pay for the costs of an inspector to visit the current location of the aircraft, and the original manufacturer or the current operator. The purpose of the visit would be to inspect the general condition of the aircraft, and to validate the maintenance, training and operational requirements for the aircraft;
(c)
the Commissioner will investigate the aircraft type and its complexity, to determine the level of equipment and technical skill required to maintain the aircraft to an airworthy standard.
(2)
The Commissioner may approve an aircraft maintenance engineer or an aviation maintenance organisation licensed in terms of Part 66 or Part 145, as the case may be, to carry out maintenance on the aircraft and release it for flight, if such person or organisation has demonstrated to the satisfaction of the Commissioner that any of the requirements, determined by the investigation referred to in paragraph (1)(c), can be met.
(3)
In the case of an ex-military jet aeroplane, an ex-military aeroplane with a maximum certificated mass in excess of 5 700 kg, or an ex-military helicopter with a maximum certificated mass in excess of 3 175 kg, the owner or operator shall drawn up and have approved by the Commissioner a Maintenance Control Manual in accordance with the provisions of TS 43.02.2 in Document SA-CATS-GMR. The Maintenance Control Manual shall include the Memorandum of Agreement between the owner of the aircraft and the approved maintenance personnel or organisations, approved by the Commissioner for the purpose.
(4)
The owner shall designate one person who will be responsible for the maintenance oversight, the liaison between owner and maintenance personnel, and the liaison with the Civil Aviation Authority on airworthiness matters.
(5)
The owner of ex-military jet aircraft shall ensure that all the service data of the aircraft, both past and present, be kept up to date and remain available for scrutiny inspections.
(6)
In respect of aircraft without historical service data the owner shall submit to the Commissioner, as part of the Maintenance Control Manual, a schedule which satisfies the Commissioner that the “on-condition” airworthiness of the aircraft is ensured. Such schedule shall have been drawn up by a suitably qualified organisation approved in terms of Part 147 of the CAR, 1997.
(7)
Where an ex-military aircraft is still supported by its original manufacturer, the owner shall comply with any airworthiness directives or similar instructions issued by the manufacturer. It is the owner’s responsibility to arrange for a technical subscription service for him or herself, as well as for the Civil Aviation Authority.
24.01.2.D.3 Specialised equipment and systems
(1)
Many ex-military aircraft contain specialised technical equipment or systems, particular either to the role of the aircraft or the conditions under which it was designed to operate, or both. From a design consideration, the Commissioner may grant an Authority to Fly on the basis of a reasonable military service accident record but discounting military action and high-risk training.
(2)
Specialised systems include:
(a)
oxygen, either liquid or gaseous;
(b)
pressurisation;
(c)
ejection seats;
(d)
flying clothing;
(e)
emergency and back-up systems, brake-parachutes etc.;
(f)
instrumentation for flight under Instrument Flight Rules (IFR);
(g)
external fuel tanks, pylons etc.;
(h)
digital flight systems;
(i)
electronic flight instrument system.
(3)
To maintain the service record under civil control, the aircraft shall be maintained as far as possible to the standards used in military service. Its minimum equipment list, required in terms of Part 94 or Part 96, shall prescribe which equipment shall be serviceable before the commencement of a particular operation.
(4)
In order to support these foregoing principles, the aircraft shall be maintained in accordance with the instruction manuals used whilst in military service (e.g.: Aircrew Notes, Ministry of Defence Maintenance Schedules, etc.). Where considered necessary for a safe operation in the civil environment, the Commissioner may issue additional instructions. All such manuals and additional instructions shall be listed in the Maintenance Control Manual.
(5)
Where specialised equipment, facilities or personnel are required to ensure the serviceability of the equipment (e.g. ejection systems), these shall be provided by approved personnel or organisations as referred to in section 24.01.2.D.2, subparagraph (2).
(6)
Digital Flight Systems and Electronic Flight Instrument Systems
Where an aircraft has digital flight systems or electronic flight instrument systems (EFIS) in whole or in part, their use shall require the approval of the Commissioner.
(7)
Modifications
The disarming or removing of jettison circuits, gun sights or auxiliary equipment is considered to be modifications, requiring the approval of the Commissioner.
MICROLIGHT AEROPLANES
Non-type certificated microlight aeroplanes shall meet the design criteria of either amateur-built aircraft or production-built aircraft.
24.01.2.E.2 Classification perimeters
(1)
For an aeroplane to be classified as a microlight aeroplane, the following perimeters need to be met:
(a)
minimum flying speed at maximum take-off mass to be less than 65 km/h;
(b)
maximum take-off mass of –
(i)
300 kg for a single-seater landplane;
(ii)
330 kg for a single-seater amphibian or seaplane;
(iii)
450 kg for a two-seater landplane; or
(iv)
495 kg for a two-seater amphibian or seaplane.
(2)
For the purposes of establishing conformity with subparagraph (1)(b), the following payloads are to be included:
(a)
Per seat: 84 kg.
(b)
The lesser of full fuel load or –
(i)
15 kg in the case of a single-seater; or
(ii)
22 kg in the case of a two-seater.
(3)
The perimeters referred to in subparagraph (1) apply also to aircraft that are foot-launched (hang-gliders) or having a wing of a non-rigid structure (paragliders).
HELICOPTERS
(1)
Non-type certificated helicopters shall meet the design criteria of either amateur-built aircraft or production-built aircraft.
(2)
Design loads:
(a)
The load conditions and requirements of FAR 27 Subpart C – Strength requirements (or its equivalent) shall be considered in the design of the aircraft.
(b)
FAR Part 27 paragraphs 27.301, 27.309, 27.321, 27.337, 27.339, 27.3441, 27.361, 27.547 and 27.549 shall be complied with.
GYROPLANES AND GYROGLIDERS
(1)
Non-type certificated gyroplanes and gyrogliders shall meet the design criteria of either amateur-built aircraft or production-built aircraft.
(2)
A rotor brake and rotor RPM gauge shall be installed.
(3)
Design loads:
(a)
The load conditions and requirements of the British BCAR section S and of FAR 27 Subpart C – “Strength Requirements” (or their equivalent) shall be considered in the design of the gyroplane or gyroglider.
(b)
FAR Part 27 paragraphs 27.301, 27.309, 27.321, 27.337, 27.339, 27.3441, 27.361, 27.547 and 27.549, as applicable to gyroplanes and gyrogliders, shall be complied with.
GLIDERS, INCLUDING POWER-ASSISTED AND TOURING GLIDERS
(1)
Non-type certificated gliders, including power-assisted and touring gliders, shall meet the design criteria of either amateur-built aircraft or production-built aircraft, or the requirements of Part 22 of the JAR, or of FAR 31.
(2)
The wing loads of power-assisted and touring gliders shall not exceed the following:
•
mass
•
(span)2 £ 3 kg/m2
(3)
The maximum all-up mass of –
(a)
a glider shall not exceed 750 kg; and
(b)
a power-assisted and a touring glider shall not exceed 850 kg.
(4)
The seating capacity of any glider shall not exceed two.
HANG-GLIDERS, INCLUDING POWERED HANG-GLIDERS
Non-type certificated hang-gliders, including powered hang-gliders, shall meet the design criteria of either amateur-built aircraft or production-built aircraft to the extent applicable.
24.01.2.I.2 Classification perimeters
(1)
Hang-gliders shall meet the same classification perimeters to the extent applicable as set for microlight aeroplanes. These perimeters are:
(a)
minimum flying speed at maximum take-off mass to be less than 65 km/h;
(b)
maximum take-off mass of –
(i)
300 kg for a single-seater hang-glider; and
(ii)
450 kg for a two-seater hang-glider.
(2)
For the purposes of establishing conformity with subparagraph (1)(b), the following payloads are to be included:
(a)
Per seat: 84 kg.
(b)
The lesser of full fuel load or –
(i)
15 kg in the case of a single seater; and
(ii)
22 kg in the case of a two-seater.
24.01.2.I.3 Towing Equipment Standards
(1)
Hang-gliders are often launched by means of any of these five methods of towing:
(a)
Static tow line
(b)
Pay-out winch and platform launch
(c)
Pull-in or static winch
(d)
Reflex static winch
(e)
Aerotow
(2)
All releases fitted to hang-gliders must release at any angle and at any load that may be applied during tow. All releases must be infallible and must only release upon pilot activation (with the exception of automatic release systems which are sometimes used in training). Weak links built into the bridle that trigger release are not recommended. Rope or string releases are not recommended as string loops used in these releases may twist and fail to release.
(3)
The maximum all-up mass of a hang-glider to be aerotowed, including pilot and all equipment, shall not exceed 200 kg.
(4)
Full details on acceptable standards may be found in the Towing Procedures Manual of the Hang-Gliding Federation of Australia, and in the book “Towing Aloft” by Dennis Pagen and Bill Bryden, ISBN 0-936310-13-8, published by Sport Aviation Publications, P O Box 101, Mingoville, PA 16856 USA.
24.01.2.I.4 Approved design standards
The design standards issued by the approved organisations listed in Technical Standard 24.04.3 are acceptable to the Commissioner.
PARAGLIDERS, INCLUDING POWERED PARAGLIDERS
(1)
Non-type certificated paragliders, including powered paragliders, shall meet the design criteria of either amateur-built aircraft or production-built aircraft to the extent applicable.
(2)
Design loads:
(a)
To the extent applicable, the load conditions and requirements of the British CAR section 6 (or its equivalent) shall be considered in the design, in addition to UK CAA Paper No. 848.
(b)
A stress analysis of the canopy shall be submitted.
24.01.2.J.2 Classification perimeters
(1)
Paragliders shall meet the same classification perimeters to the extent applicable as set for microlight aeroplanes. These perimeters are:
(a)
minimum flying speed at maximum take-off mass to be less than 65 km/h;
(b)
maximum take-off mass of –
(i)
300 kg for a single-seater paraglider; and
(ii)
450 kg for a two-seater paraglider.
(2)
For the purposes of establishing conformity with subparagraph (1)(b), the following payloads are to be included:
(a)
Per seat: 84 kg.
(b)
The lesser of full fuel load or –
(i)
15 kg in the case of a single seater; and
(ii)
22 kg in the case of a two-seater.
24.01.2.J.3 Towing Equipment Standards
(1)
Paragliders are often launched by means of any of these four methods of towing:
(a)
Static tow line
(b)
Pay-out winch and platform launch
(c)
Pull-in or static winch
(d)
Reflex static winch
(2)
All releases fitted to paragliders must release at any angle and at any load that may be applied during tow. All releases must be infallible and must only release upon pilot activation (with the exception of automatic release systems which are sometimes used in training). Weak links built into the bridle that trigger release are not recommended. Rope or string releases are not recommended as string loops used in these releases may twist and fail to release.
(3)
Full details on acceptable standards may be found in the Towing Procedures Manual of the Hang Gliding Federation of Australia, and in the book “Towing Aloft” by Dennis Pagen and Bill Bryden, ISBN 0-936310-13-8, published by Sport Aviation Publications, P O Box 101, Mingoville, PA 16856 USA.
PARACHUTES
(1)
Main parachutes shall be manufactured by an organisation, approved in terms of Part 147 or Part 148 to standards developed in-house.
(2)
Reserve parachutes shall meet the design standards of ZS-TSO C27(c) or later version.
(3)
Harnesses for pilot and passenger, and for the reserve parachute shall –
(a)
meet the design standards of ZS-TSO C27(c) or later version; or
(b)
have been approved by an authority recognised for the purpose by the Commissioner.
MANNED CAPTIVE AND FREE BALLOONS
(1)
Non-type certificated manned balloons shall meet the design criteria of either amateur-built aircraft or production-built aircraft.
(2)
Design loads:
The load conditions and requirement of the US FAR 31 Subpart C “Strength Requirements” document or its equivalent shall be complied with.
AIRSHIPS
(1)
Non-type certificated airships shall meet the design criteria of either amateur-built or production-built aircraft.
(2)
Design loads:
(a)
The load conditions and requirements of FAR 31 Subpart C “Strength Requirements” (or its equivalent), as well as those of BCAR section Q or FAA P-8110-2, Change 1 “Airship Design Criteria”, that are applicable, shall be complied with.
(b)
AC 21.17-1A, Change 1, provides acceptable criteria for the design of non-rigid airships.
MODEL AIRCRAFT
24.01.2.N.1 General Characteristics of Model Aircraft
(1)
The general characteristics of model aircraft are set by the Federation Aeronautique Internationale and may be found in section 4 of its document ABR, Part 4 C.
(2)
Unless otherwise stated, model aircraft shall meet the following general specifications:
(a)
maximum flying weight with fuel
25 kg;
(b)
maximum surface area
5 m2;
(c)
maximum loading
5 kg/m2;
(d)
maximum swept volume of piston motor(s)
250 cm3;
(e)
electric motors power source maximum no-load voltage
42 volts;
(f)
metal-bladed propellers are prohibited.
(3)
Model helicopters shall meet the following general specifications:
(a)
Maximum weight with fuel
5 kg;
(b)
maximum swept area of the lifting rotor(s) counting only once any
superimposed areas
3 m2:
Provided that in the case of co-axial model helicopters whose rotors are further than one rotor diameter apart, the total area of both rotors is counted;
(c)
piston motor swept volume
maximum 10 cm3;
(d)
rubber motor
no restrictions.
(4)
Free-flying model aircraft Free-flying model aircraft that are neither radio- or line-controlled shall not have a maximum mass exceeding 5 kg.
(5)
Noise limitations:
(a)
Noise limitations shall be applied to powered model aircraft categories, with 96 dB (A) at 3 meters for any category, which does not have approval for any other noise rule. Specific noise measuring procedures are to be developed by relevant national body in which model aircraft operators are associated.
(b)
Noise limits do not apply to model aircraft with electric motors.
OTHER AIRCRAFT
Non-type certificated aircraft other than those provided for in the above sections C to N shall meet the design criteria of either amateur-built aircraft or production-built aircraft.
LIGHT SPORT AEROPLANES
Non-type certificated light sport aeroplanes shall meet the design criteria of either amateur-built aircraft or production built aircraft.
24.01.2.P.2 Classification parameters
(1)
For an aeroplane to be classified as a light aeroplane, the following parameters need to be met:
(a)
Maximum gross take-off mass of:
(i)
600 kilograms for land planes;
(ii)
650kg for amphibian and sea planes.
(b)
Maximum stall speed with no flaps deployed at MAUW 45 knots;
(c)
Maximum speed in level flight maximum continuous power 150 knots;
(d)
Two place maximum;
(e)
Single, non-turbine engine;
(f)
Unpressurised cabine.
(2)
For the purpose of establishing conformity with sub-paragraph (1) (a), the following payloads are to be included:
(a)
80 kilograms per seat;
(b)
Full fuel tank or 40kg (whichever is greater);
(c)
Luggage mass as specified by the manufacturer;
(d)
Safety rescue system if one is fitted;
(e)
All standard and additional equipment and systems as fitted.
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