Version 1,
There was again some confusion at WMC 2003 over the weighing
of microlights. The problem is particularly
acute in the AL2 class. The problem, or perhaps the confusion arises of how you actually
do the 'proof in principle'. The obvious
solution is to use 2 x 84 Kg weights, but more commonly the pilots are weighed
so that you can get an idea about proof in principle and some sort of idea
about proof operationally all in one
shot. What is not clear is whether you
can trade one pilot off against the other for the purposes of 'proof in
principle'. We believe you should be
able to, and it is this which we are trying to clarify.
An explanation about weighing is put in S10 Annex 1.
AIRCRAFT WEIGHT CONFORMANCE
Proof of
aircraft weight includes two tests:
1. Establish that the aircraft conforms
to the FAI definition:
The aircraft,
excluding supplementary items (S10 5.4),
must weigh no more than the maximum weight allowed for the type of aircraft
(S10 1.3.1) with 84 Kg in each seat and full fuel load or the amount specified
for the type of aircraft, whichever is less (S10 1.3.2)
2. Establish that the aircraft is being
operated within the FAI definition:
At takeoff,
the entire combination of aircraft, fuel, crew and all supplementary items (S10
5.4) must weigh no more than the maximum weight allowed for the type of
aircraft (S10 1.3.1).
This is OK in principle but needs a bit of editorial
updating.
The words 'items' and 'equipment' are used confusingly.
CIMA also agreed to our proposal at the 2000 plenary meeting
that in championships (only championships, not records) any emergency parachute
system should be considered to weigh nothing. This is purely a safety thing, (ie people shouldn't be persuaded to remove parachutes to
otherwise conform with the weight). Unfortunately this provision has never
actually got into S10,
but nevertheless it was agreed so it is valid and was included in
the WAG 2001 and WMC 2003 statements of weight policy.
We propose S10 Chapter 5.4 Weight is altered to the
following:
5.4.1 The empty weight of the aircraft is its weight
ready to fly except for the pilot, fuel and supplementary items. [suggest reference
deleted here, it is only just below]
5.4.2 The take-off weight is the weight of the
aircraft ready to fly including pilot, fuel and any supplementary items.
5.4.3 Items included in the empty weight:
Flight and engine control
instruments and associated equipment including batteries, essential to their
operation;
- Fixed ballast;
- Canopies, fairings and pilot harness.
5.4.4 Supplementary items are items not fixed to the
aircraft such as:
- Cushions, maps, hand held computers, food and drink, extra
clothing;
- Parachute and its activating devices;
- Barograph or flight recorder;
- Reserve fuel, lubricants and cooling liquids which are not
connected to the motor and which cannot be connected in flight.
5.4.5 In championships, emergency parachute systems are considered
to weigh nothing.
Some considerable difficulty was encountered at WMC 2003 in
that some airworthiness documents (particularly in the PL1& PL2 classes)
were of very doubtful origin, sometimes in totally unintelligible
languages. The Russians, by contrast,
produced a form for each aircraft stamped by their National Organization
certifying that the aircraft did indeed conform to their National airworthiness
standard.
It is proposed that a ‘Certificate of conformance with
Airworthiness standard’ form is added to the pro-forma local regulations (S10
annex 3) which should be copied and completed for every competing aircraft.
The form should say something along the lines of ‘The […NAC…] certifies that the attached airworthiness
documents state that the aircraft [… registration or other identification …]
conforms to the airworthiness requirements of […country…] and that they are
valid for the period […date from…] to […date to…]’
So that this is integrated into it is proposed that in S10
Annex 3, 1.9.1
(..... The following documents are required:..) the line:
- Aircraft Certificate of Airworthiness or Permit to Fly and minimum speed declaration.
Is deleted, and replaced by:
- Aircraft Minimum speed declaration.
- Aircraft Certificate of conformance with airworthiness
standard.
The actual form ‘Certificate of conformance with
Airworthiness standard’ should contain the appropriate instructions for use on
it.
Note: A draft by Keith Negal
(who was at the sharp end of this problem) is to follow.
It has been agreed in principle that the Classic Classes
Task Catalogue (S10 Annex 4, Part 2) should be updated and a completely new
task catalogue was used at WMC 2003.
It is proposed that the existing task catalogue Classic Classes Task
Catalogue (S10 Annex 4, Part 2) is deleted and replaced by a new one.
Note: A draft by Keith Negal
is to follow shortly.
There are various modifications to be made to this annex as agreed by the Flight Recorder Approval Committee so that the MLR SP24 XC, which has proven to be satisfactory at WMC 2003 may be approved according to the rules of the annex.
Note: A draft collated by RMH is to follow.