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IN GENERAL
ELSA 1 USABILITY
ELSA 2 DEFINITIONS AND TERMINOLOGY
ELSA 3 AIRCRAFT CATEGORIES
ELSA 4 SUPPLEMENT TO ASTM F2245
ELSA 5 SUPPLEMENT TO ASTM F2746-09
Wherever possible and practical, the corresponding ASTM standards have been used in this regulation. Deviations from ASTM were used assuming one of the following statements is true:
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… Shows additions beyond ASTM standards. These additions are a consequence of the requirements due to the slightly different definition of ELSA and the requirements of the LAA ČR specific to the operation of SFD in the Czech Republic.
These ELSA-A airworthiness requirements may be used for aerodynamically controlled SFDs built by an individual builder either of their own design or from a kit, meeting the following requirements:
(a) Maximum take-off weight does not exceed 600kg.
(b) Stall speed in landing configuration (VS0) not greater than 75 km/h (40,5 kts) CAS at maximum take-off weight and most critical center of gravity position.
(c) Up to two digits.
(d) With one non-turbine engine and propeller.
(e) Unpressurized cabin.
(f) Fixed-wing aircraft.
(g) Minimum payload not less than:
250 kg for 600 kg max. take-off weight
a
150 kg for a maximum take-off weight of less than or equal to 450 kg
The value of the payload for the maximum take-off weight between 450 kg and 600 kg is determined by interpolation.
(h) Maximum engine power 89kW (120 hp)
(a) Wherever possible, ASTM F2626-07 (Terminology) is used, including all appendices and amendments, except for all content that refers to ASTM standards not referenced in these ELSA airworthiness requirements.
(b) For the purposes of ELSA, the following definition is introduced:
SFD – Sport flying device
ELSA – Aerodynamic control of an airplane up to a take-off weight of 600 kg built by an individual builder according to his own design or from a kit meeting the requirements defined by the ELSA-A regulation
UL2 - SFD airworthiness requirements, aerodynamically controlled ultralight aircraft
F2245 - Standard for the Construction and Design of Light Sport Aircraft - for the purposes of this regulation, this designation means F2245-10c
F2746 - Light Sport Aircraft Flight Manual Standard
CL-VLA – Certification Specification for Very Light Aircraft
CS-LSA - Certification Specification for LSA
CG – Center of gravity position
These regulations apply only to airplanes intended for non-acrobatic and VFR day operations only, which include:
(a) any turn required for normal flight;
(b) fall arrest training; and
(c) sharp turns with an inclination of up to 60°.
1. Scope
The following points of F2245 are not used. A brief explanation of the reason is given in parentheses.
(a) 1.2 (replaced by ELSA 1)
(b) 1.3 (not used)
2. Referenced documents
This point 2 including sub-paragraphs does not apply. (replaced by ELSA 2 reference list)
3. Terminology
(a) Added new point 3.1.3 as follows:
All speeds unless specifically stated are EAS speeds.
(b) In point 3.2.36, add to the end of the paragraph IAS
(c) In point 3.2.44, add
For the calculations, it is assumed that the weight of each person in each seat is at least 86 kg.
(d) Added new from 3.2.46 as follows:
VLO – maximum flight speed with open landing gear
4. Let
(a) Added new point 4.1.3 as follows:
4.1.3 If the aircraft is equipped with adjustable propeller and/or retractable landing gear, all configurations of these devices must be considered (checked) if applicable.
(b) Delete points 4.2.1.1 and 4.2.1.2 (replaced by ELSA 1 (g))
(c) Add 4.2.2:
The minimum take-off weight of the aircraft must be determined, which consists of the sum of the following weights:
(a) Empty weights of the airplane according to 3.1.2.
(b) Pilot weights - assumed to be 55 kg
(c) Masses of fuel required for 0,72 hours of flight at maximum sustained engine power - fuel density = 7 kg/l (6 N/l; XNUMX lb/US gal).
(d) Added new point 4.2.5 as follows:
4.2.5 The range of operating center of gravity positions shall be determined for all combinations of crew, fuel and baggage weights considered.
(e) Add 4.3.1.1.:
Propellers that are not adjustable in flight must meet the following requirements:
(i) During take-off and initial climb at VY speed, the propeller must limit the engine speed at full throttle to a value not greater than the maximum allowable take-off speed and
(ii) During glide at VNE with the inlet closed or with the engine inoperative, provided that this does not adversely affect the engine, the propeller shall not allow the engine to reach a speed greater than 110% of the maximum continuous speed.
(f) Use of adjustable propellers
Added new clause 4.3.2 using the wording of CS-VLA 33 (c) as follows:
4.3.2 A propeller adjustable in flight, but not having constant speed control, must be designed so that:
4.3.2.1 point 4.3.1.1 has been met with the lowest possible setting angle selected for take-off and climb and
4.3.2. 4.3.1.1 was met with the highest possible glide setting angle selected.
Added new clause 4.3.3 using the wording of CS-VLA 33 (d) as follows:
4.3.3 Adjustable propellers with constant speed control must comply with the following requirements:
4.3.3.1 With the speed controller in operation, there must be means to limit the maximum engine speed to the maximum permissible take-off speed; and
4.3.3.2 With the speed governor inoperative, there must be means to limit the maximum engine speed to 103% of the maximum allowable take-off speed with the propeller blades set to the smallest possible pitch angle and with the aircraft stabilized in no wind and with the inlet fully open.
(g) 4.5.9 Corkscrews not used (ELSA corkscrews are prohibited, the corkscrew prevention requirement is covered by 4.5.7 and 4.5.8 so this requirement is not used)
(h) Inserted a new clause 4.5.9 (replacing the numbering of the old clause 4.5.9) as follows:
4.5.9 Drag Warning
4.5.9.1 The aircraft does not need to give a stall warning if, during a stall from direct flight:
(1) Yaw can be induced and corrected by lateral control (ailerons) while the rudder (rudder) is held in neutral.
(2) There will be no significant asymmetrical drop in airfoil, with rudder and yaw control held in neutral.
4.5.9.2 An aircraft that does not meet the conditions under point 4.5.9.1:
(1) Must clearly and distinctly warn of stalling, both in straight flight and in a turn, with the flaps and landing gear in any normal position.
(2) Must not warn in normal flight mode. however, the warning must occur in sufficient time before the drag is reached.
(3) Stall warning may be given either by inherent aerodynamic properties (eg shake) or by a device that clearly signals stall.
5. Construction
(a) Inserted new clause 5.1.2.3 as follows:
5.1.2.3 Special safety factors must also be determined for composite structures.
(b) Use of Retractable Undercarriage
(i) Added new clause 5.10.2 using the wording of CS-VLA 561 (e) as follows:
5.10.2 Every airplane with retractable landing gear must be designed so that every person on board is protected during landing
5.10.2.1 With the undercarriage retracted;
5.10.2.2 At lower descent speed a
5.10.2.3 If there is no more rational analysis, it is assumed
(1) A limiting inertial force of 3,0 g acts downward; and
(2) The coefficient of friction on the ground is 0,5.
(c) Inserted new clause 5.12 as follows:
5.12 Flutter prevention and structural strength
5.12.1 It must not occur on the airplane in any configuration and at any permissible speed at least up to VD flutter, aerodynamic shaking (divergence) and control reversal. The controllability and stability of the airplane must not be dangerously sensitive to deformation of the structure. In the range of permissible speeds, the structure must have such damping that the aeroelastic oscillations die out quickly.
5.12.2 Proof of agreement with the requirements of paragraph 1. must be made in the following way:
5.12.2.1 Systematic tests for flutter excitation in flight at speeds up to VDF. These tests must demonstrate that when approaching VDF no drop in damping occurs.
5.12.2.2 By test flights during which it will be demonstrated that on approach to VDF there is no sharp drop in control effect around all three axes and that there are no signs of impending flapping of the wings, tail surfaces and fuselage in the range of static stability and balance positions.
5.12.2.3 For airplanes whose operating speeds significantly exceed 200 km/h, have T- and V-shaped tail surfaces, or other non-conventional tail surfaces and design characteristics, have unusual mass distributions, particular attention must be paid to the proof of flutter resistance and must be all available means are used to limit the possibility of flutter.
(d) Inserted new clause 5.13 as follows:
5.13 Fatigue strength
The structure must be designed with stress concentrations or high stress levels and the effects of vibration have been taken into account. Materials that have poor crack propagation properties must not be used. All assemblies, especially in the supporting (primary) structure, must be easily controllable. Elastic varnishes or protective coatings must not be used.
6. Design and construction
(a) Added new clause 6.11 using the wording of CS-22.729 as per CS-VLA 729 (e) as follows:
6.11 System of extending and retracting the landing gear
6.11.1 The retracting mechanism of each landing gear and the supporting structure must be designed for the maximum multiples of the flight load with the landing gear retracted.
6.11.2 For retractable landing gear, it must be demonstrated that it can be retracted and extended up to VLO speed without problems.
6.11.3 An aircraft that does not have a manually and directly operated landing gear retraction mechanism must additionally have a device for emergency landing gear extension.
6.11.4 If retractable landing gear is used, means shall be provided to inform the pilot that the landing gear is secured in the extended (or retracted) position.
7. Power unit
(a) Renamed Powertrain. Points 7.1 to 7.5 including subsections replaced by Chapters from the UL regulation 2 E, H, J
(b) In 7.6.1, correct the thickness in accordance with CS-VLA, CS-23, and other regulations, as follows: Stainless steel, not less than 0,38 mm (0,015 in.) thick,
8. Required equipment
(a) Add 8.2.3. compass
9. Operating Equipment and Information
(a) Missing restrictions and labels relating to VFR-day operations in regulation F2245-10. Amended by inserting a new point as follows:
9.1.3 Operating restrictions – Label “This aircraft (sport flying device) is not subject to approval by the Civil Aviation Authority of the Czech Republic and is operated at the user's own risk. Acrobatic elements and intentional falls and corkscrews are prohibited.” Additional restrictions are listed in the flight manual.
10. Flight manual
No change.
11. Keywords
No change
12. Attachments
Annexes A1 and A2, including subsections, are not used.
(a) The following requirements apply to the POH Flight Manual
(1) ASTM F2746-09 including all additions and additions, with exception
(2) The following chapters do not apply. A brief explanation of the reason is given in parentheses.
(i) 1.3 (not used)
(ii) 1.4 (not used)
(iii) 2 including sub-paragraphs (replaced by list of references)
(iv) 6.13.3 Flight Training Supplement.
(v) 7 Keywords (no meaning)
(b) The following changes apply. They represent the correction of known errors in ASTM standards.
In point 6.6.4, delete everything following (VA) as follows: Design maneuvering speed (VA) at gross weight and minimum weight