(2007/06/30; previous version)

SUBCHAPTER A GENERAL

522.01 For the purposes of this Chapter, wherever the words "glider" and "powered glider" appear, the words "glider" and "powered glider" respectively shall be substituted therefor.

522.1 Applicability

(a) This Chapter 522 prescribes minimum airworthiness standards for the issue of type approvals, and changes to those approvals, for gliders and powered gliders in the utility U and aerobatic A categories:

(1) Gliders the maximum weight of which does not exceed 750 kg;

(2) Single engined (sparkor compression‑ignition) powered gliders the design value W/b² (weight to span²) of which is not greater than 3(W [kg], b[m]) and the maximum weight of which does not exceed 850 kg; and

(3) Gliders and powered gliders the number of occupants of which does not exceed two.

(b) Pursuant to Air Regulation 214, each person who, following the procedures set out in Chapter 511 of this manual, applies for such a type approval or change to a type approval must show compliance with the applicable requirements of this chapter, except as provided in subparagraph (d).

FAR: (b) Each person who applies for such a certificate or change must show compliance with the applicable requirements of this Part, except as provided in subparagraph (d).

(c) Those requirements in this Chapter 522 which apply only to powered gliders are marginally annotated with the letter P. Requirements not so marked apply both to gliders and to powered gliders with engines stopped and engine or propeller retracted where appropriate. In these requirements the word “glider” means both “glider” and “powered glider”.

(d) Unless specifically stated otherwise, the term “powered glider” includes those powered gliders which may be incapable of complying with Chapter 522.51 and/or Chapter 522.65 (a) and which must consequently be prohibited from taking off solely by means of their own power by a limitation in the Flight Manual. These are referred to in the text as “Self‑Sustaining Powered Gliders”. For Self‑Sustaining Powered Gliders, the additional requirements in Appendix I are applicable.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))
(Change 522‑3 (94‑04‑30))

522.3 Glider Categories

(a) The Utility Category is limited to gliders intended for normal soaring flight. The following aerobatic manoeuvres may be permitted if demonstrated during type certification‑

(1) Spins;

(2) Lazy eights, chandelles, stall turns and steep turns;

(3) Positive loops.

(b) Gliders intended for aerobatic manoeuvres additional to those permitted in the Utility Category must be certificated in the Aerobatic Category. The permitted aerobatic manoeuvres must be established during type certification.

(c) Gliders may be certified in more than one category if the requirements of each requested category are met.

SUBCHAPTER B FLIGHT GENERAL

522.21 Proof of Compliance

(a) Each requirement of this Subchapter must be met at each appropriate combination of weight and c.g. within the range of loading conditions for which certification is requested. This must be shown:

(1) By test upon a glider of the type for which certification is requested or by calculations based on and equal in accuracy to the result of testing; and

(2) By systematic investigation of each critical combination of weight and c.g.

(b) Compliance must be established for all configurations (such as position of air brakes, wing‑flaps, landing gear etc.) at which the glider will be operated except as otherwise stated. In demonstrating compliance, the powerplant or propeller, if retractable, must be retracted, except as otherwise stated.

Note: Flight tests required in this Subchapter B do not constitute all the flight testing necessary to show compliance with Chapter 522.

(Change 522‑1 (87‑08‑31))

522.23 Load Distribution Limits

(a) The ranges of weight and c.g. within which the glider may be safely operated must be established. Compliance must be shown over a c.g. range between the foremost limit of the c.g. and 1% of the standard mean chord or 10 mm, whichever is greater, aft of the aftmost limit of the c.g.

(b) The c.g. range must not be less than that which corresponds to the weight of each occupant, including parachute, varying between 110 kg and 70 kg, without the use of ballast as defined in 522.31(c).

522.25 Weight Limits

(a) Maximum weight. The maximum weight must be established so that it is:

(1) Not more than:

(i) The highest weight selected by the applicant;

(ii) The design maximum weight, which is the highest weight at which compliance with each applicable structural loading condition of this Chapter is shown; or

(iii) The highest weight at which compliance with each applicable flight requirement of this Chapter is shown.

(2) Not less than the weight which results from the empty weight of the glider, plus a weight of occupant(s) and parachute(s) of 110 kg for a single seat glider or 180 kg for a two seat glider, plus the required minimum equipment, plus any expendable ballast and for a powered glider sufficient fuel for at least half an hour of flight at maximum continuous power.

(b) The minimum weight must be established so that it is not more than the sum of:

(1) The empty weight determined under 522.29; and

(2) A weight of occupant and parachute of 55 kg. plus any ballast as defined in 522.31(c).

(Change 522‑1 (87‑08‑31))
(Change 522‑3 (94‑04‑30))

522.29 Empty Weight and Corresponding Centre of Gravity

(a) The empty weight and corresponding c.g. must be determined by weighing the glider:

(1) With:

(i) Fixed ballast;

(ii) Required minimum equipment;

(iii) For a powered glider, unusable fuel, maximum oil and, where appropriate, engine coolant and hydraulic fluid.

(2) Excluding:

(i) Weight of occupant(s) and parachute(s);

(ii) Other readily removable items of load.

(b) The condition of the glider at the time of determining empty weight must be one that is well defined and easily repeated.

522.31 Ballast

There are three types of ballast:

(a) Fixed ballast intended for correcting a deficiency in the glider’s balance;

(b) Expendable ballast which can be jettisoned in flight and which serves to increase the weight and consequently the speed of the glider; and

(c) Removable ballast used to supplement the weight of an occupant and parachute (when lower than 70 kg) in order to keep the c.g. position within limits. This ballast can be adjusted before, but not during, flight.

Performance

522.45 General

Compliance with performance requirements of this Subchapter must be shown for still‑air in standard atmosphere and at sea‑level.

522.49 Stalling Speed

(a) V_SO is the stalling speed, (CAS), if obtainable, or the minimum steady speed at which the glider is controllable, with:

(1) Landing gear extended;

(2) Wing‑flaps in the landing position;

(3) Air brakes retracted or extended whichever position results in the lowest value of V_SO;

(4) Maximum weight; and

(5) c.g. in the most unfavourable position within the allowable range.

(6) For a powered glider;

(i) The engine idling (throttle closed);

(ii) Propeller in the take‑off position;

(iii) Cowl Flaps closed.

(b) The stalling speed in the landing configuration must not exceed:

(1) 80 km/h with:

(i) air brakes retracted; and at

(ii) maximum weight with water ballast tanks empty.

(2) 90 km/h with:

(i) air brakes retracted or extended, whichever position results in the highest value of the stalling speed; and at

(ii) maximum weight with water ballast.

(c) V_S1 is the stalling speed (CAS), if obtainable, or the minimum steady speed at which the glider is controllable with the:

(1) Glider in the configuration existing in the test in which V_S1 is being used; and

(2) Weight used when V_S1 is being used as a factor to determine compliance with a required performance standard.

(3) For a powered glider;

(i) The engine idling (throttle closed)

(ii) Propeller in the take‑off position;

(iii) Cowl flaps closed.

(d) Reserved.

(e) V_S0 and V_S1 must be determined by flight tests using the procedure specified in 522.201.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.51 Take-off

(a) For a powered glider the take‑off distance at maximum weight and in zero wind, from rest to attaining a height of 15 m must be determined and must not exceed 500 m when taking off from a dry, level, hard surface. In demonstration of the take-off distance, the powered glider must be allowed to reach the selected speed promptly after lifting off and this speed must be maintained throughout the climb.
(amended 2003/01/15)

(b) The selected speed must not be less than:
(amended 2000/11/25)

(1) 1.3 V_S1, or
(amended 2000/11/25)

(2) any lesser speed, not less than 1.15 V_S1, that is shown to be safe under all reasonably expected operating conditions, including turbulence and complete engine failure.
(amended 2000/11/25)

(Change 522‑1 (87‑08‑31))

522.65 Climb

(a) For a powered glider the time for climb from leaving the ground up to 360 m above the field must not exceed four minutes with:
(amended 2000/11/25)

(1) not more than take‑off power;

(2) landing gear retracted;

(3) wing‑flaps in take‑off position;

(4) cowl flaps (if any) in the position used in the cooling tests.

(b) For Self‑Sustaining Powered Gliders, the maximum altitude that can be sustained must be determined.
(amended 2000/11/25)

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.71 Rate of Descent

For a powered glider the smallest rate of descent in power‑off configuration at maximum weight and most unfavourable c.g. position must not exceed the following limits:

(a) With a single‑seater powered glider, 1.0 m/s;

(b) with a two‑seater powered glider, 1.2 m/s.

(Change 522‑1 (87‑08‑31))

522.73 Descent, High Speed

It must be shown that the glider with the air brakes extended, will not exceed V_NE in a dive at an angle to the horizon of:
(amended 2000/11/25)

(a) 45^o when the glider is certified for cloud flying and/or aerobatics when certificated in the Aerobatic or Utility Category;
(amended 2000/11/25)

(b) 30^o in other cases.

522.75 Descent, Approach

It must be shown that the glider has a glide slope not flatter than one in seven at a speed of 1.3 V_so with air brakes extended at maximum weight.

Controllability and Manoeuvrability

522.143 General

(a) It must be possible to make a smooth transition from one flight condition to another (including turns and slips) without exceptional piloting skill, alertness or strength, and without danger of exceeding the limit load factor, under any probable operating condition, and additionally, in the case of a powered glider, with the engine running at all allowable power settings.

(b) Any unusual flying characteristics observed during the flight tests required to determine compliance with the flight requirements and any significant variations in flight characteristics caused by rain must be determined. In the case of a powered glider this requirement must be met with the engine running at all allowable powers.

(c) If marginal conditions exist with regard to required pilot strength, the ‘strength of pilots’ limits must be shown by quantitative tests. In no case may the limits exceed those prescribed in the following table. In the case of a powered glider this requirement must be met with the engine running at all allowable powers.

(d) (deleted).

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))
(Change 522‑3 (94‑04‑30))

522.145 Longitudinal Control

(a) It must be possible at any speed below 1.3 V_S1 to pitch the nose downwards so that a speed equal to 1.3 V_S1 can be reached promptly.

(1) Test conditions: all possible configurations and trimmed at 1.3 V_s1.

(b) It must be possible throughout the appropriate flight envelope to change the configuration (landing gear, air brakes, wing‑flaps, etc.) without exceptional piloting skill and without exceeding the control forces defined in 522.143(c).

(c) It must be possible, without exceptional piloting skill, to maintain the glider in steady straight flight:

(1) In towed flight, when the wing‑flap configuration is changed within the range of permissible flap settings during steady straight flight;

(2) When retraction or extension of the air brakes is made at speeds between 1.1 V_S1 and 1.5 V_S1, where V_S1 is the stalling speed with air brakes retracted or extended, whichever is the higher, for a given flap position;
(amended 2000/11/25)

(3) When gradual change of the wing‑flap configuration within the range of permissible flap settings is made during steady horizontal flight at 1.1 V_S1 with simultaneous application of maximum continuous power.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.147 Lateral and Directional Control

Using an appropriate combination of controls it must be possible to reverse the direction of a turn with a 45^o bank in the opposite direction within b/3 seconds (b is the span in metres) when the turns are made at a speed of 1.4 V_S with wing‑flaps in the most positive en‑route position, air brakes and, where applicable, landing gear retracted and without significant slip or skid.
(amended 2000/12/13)

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.151 Aerotowing

(a) If the glider is equipped for aerotowing, aerotows must be demonstrated at speeds up to V_T without:

(1) Excessive control forces and displacements for maintaining the wings at zero bank angle and in keeping a steady flight path;

(2) Control forces exceeding those given in 522.143 at speeds up to V_T;

(3) Difficulty being experienced in regaining normal towing position after the glider has been displaced laterally or vertically; and

(4) Any possibility, at the release, of the cable end or ends catching onto any part of the glider.

(b) Tests must be carried out with crosswind components not less than 0.2 V_SO or 15 km/h, whichever is the greater.

(c) Compliance with the following requirements must be shown:

(1) With the glider on tow in the normal towing position it must be displaced laterally relative to the towing aircraft by the use of rudder and aileron, to give an initial disturbance in bank of 30^o. The pilot must then be able to regain the normal towing position without exceptional piloting skill.

(2) The glider must be flown in a high towing position (approximately 15’ above the flight path of the towing aircraft), and also in a low towing position (below the wake of the towing position without exceptional piloting skill.

(d) A suitable range of cable lengths must be determined.

(e) Tests must be repeated for each location of the towing release mechanism and each configuration for which certification for aerotowing is requested.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.152 Winch-launching and Auto-tow Launching

(a) If the glider is equipped for winch‑launching, or auto‑tow launching, such launches must be demonstrated at speeds up to V_w, without:

(1) Difficulty being experienced in maintaining the wings at zero bank angle when leaving the ground and in effecting a release;

(2) Control forces exceeding those given in 522.143 or excessive control displacements;

(3) Excessive pitching oscillation;

(4) Push forces during the climb. If a trimming device is fitted, the position used during the climb must be stated.

(b) Tests must be carried out with crosswind components not less than 0.2 V_S0 or 15 km/h, whichever is the greater.

(c) Tests must be made for each location and arrangement of the release mechanism and for each configuration for which certification for winch launching or auto‑tow launching is requested.

522.153 Approach and Landing

(a) With a crosswind component of not less than 0.2 V_S0 or 15 km/h, whichever is the greater, it must be possible to perform normal approaches and landings until the glider comes to a stop, without Exceptional piloting skill and without encountering any uncontrollable ground‑looping tendency.

(b) After touchdown there must be no undue tendency to ground loop, pitching oscillation or nose over.

(c) The use of air brakes during the approach must not cause excessive variation of control force or control displacement nor affect the controllability of the glider, when it is brought into use at any allowable speed down to 1.2 V_S1, where V_S1 is appropriate to the configuration with air brakes retracted or extended, whichever gives the greater value.

522.155 Elevator Control Force in Manoeuvres

The elevator control forces during turns or when recovering from maneuvers must be such that an increase in load factor causes an increase in control force. The minimum value of this force for a stabilized turn with a 45^o bank at 1.4 V_S1 must be 0.5 daN, with the controls trimmed to maintain the glider in equilibrium at 1.4 V_S1 in steady straight flight with wing‑flaps in the most critical position, air brakes and, where applicable, landing gear retracted.

(Change 522‑1 (87‑08‑31))

Trim

522.161 Trim

(a) General. Each glider must meet the trim requirements of this paragraph after being trimmed and without further pressure upon, or movement of, the primary controls or their corresponding trim controls by the pilot.

(b) Lateral and Directional Trim.

(1) Lateral trim. The glider must be capable of being so trimmed that there is no tendency for the glider when in straight flight at 1.4 V_S1 with wing‑flaps in all en‑route positions, air brakes, and where applicable, landing gear retracted, to turn or bank, when the aileron control is released and the rudder control held fixed in the neutral position.

(2) Directional trim. The glider must be capable of being so trimmed that there is no tendency for the glider, when in straight flight at 1.4 V_S1 with wing‑flaps in all en‑route positions, air brakes, and where applicable, landing gear retracted, to yaw when the rudder control is released and the aileron control held fixed in the neutral position.

(c) Longitudinal Trim.

(1) If the glider has no inflight adjustable trimming device, the trim speed must be between 1.2 V_S0 and 2.0 V_S0 for all c.g. positions.

(2) If the glider has an inflight adjustable trimming device, the following requirements must be met without further pressure upon or movement of the primary control or the corresponding trim control:

(i) The glider must maintain trim with wing‑flaps in the landing position, the air brakes retracted and landing gear extended within the speed range between 1.2 V_S1 and 2.0 V_S1;

(ii) In towed flight the glider must maintain trim within the speed range between 1.4 V_S1 and V_T;

(iii) In the most adverse out‑of‑‑ trim condition, the control force must be less than 20 daN between 1.1 V_S1 and 1.5 V_S1.

(3) For powered gliders, retraction and extension of the powerplant or propeller must not produce excessive trim changes.

(4) The powered glider, with the engine operating, must maintain longitudinal trim during:

(i) a climb with maximum continuous power at a speed V_Y with the landing gear retracted and wingflaps in the take‑off position;

(ii) level flight at all speeds between V_Y and 0.9 V_H, with the landing gear retracted and wing‑flaps in positions appropriate to each speed.

(Change 522‑1 (87‑08‑31))

Stability

522.171 General

The glider must meet the conditions of 522.173 through 522.181 inclusive. In addition, the glider must show suitable stability and control ‘feel’ in any condition normally encountered in service.

522.173 Static Longitudinal Stability

(a) Under the conditions and throughout the speed range specified in 522.175:

(1) The slope of the curve, stick force versus speed, must be positive and have a value such that any significant speed change will cause a variation in stick force plainly perceptible to the pilot.

(2) The slope of the curve, stick displacement versus speed, must not be negative, except that a negative slope may be acceptable provided that it can be demonstrated that there is no difficulty in control.

(b) The air speed must return to within +15% or +15 km/h of the original trimmed speed, whichever is the greater when the control force is slowly released at any trimmable speed up to V_NE and where applicable V_FE and down to the appropriate minimum speed for steady unstalled flight. In addition, for a powered glider with the engine running, this requirement must be met at all allowable power settings.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.175 Demonstration of Static Longitudinal Stability

The stick force/speed curve must have a stable slope in the following conditions:

(a) Cruising Configuration:

(1) At all speeds between 1.1 V_S1 and V_NE;

(2) Wing‑flaps in the position for cruising and for circling flight;

(3) Landing gear retracted;

(4) Glider trimmed at 1.4 V_S1 and 2 V_S1 (if fitted with a trimming device); and

(5) Air brakes retracted.

(b) Approach.

(1) At all speeds between 1.1 V_S1 and V_FE;

(2) Wing‑flaps in the landing position;

(3) Landing gear extended;

(4) Glider trimmed at 1.4 V_S1 (if fitted with a trimming device); and

(5) Air brakes both retracted and extended.

(c) Climb for Powered Glider:

(1) At all speeds between 0.85V_Y or 1.05 V_S1, whichever is higher, and 1.15 V_Y.

(2) Landing gear retracted;

(3) Wing‑flaps in the position for climb;

(4) Maximum weight;

(5) Maximum continuous power; and

(6) Glider trimmed at V_Y (if fitted with a trimming device).

(d) Cruise for Powered Glider:

(1) At all speeds between 1.3 V_S1 and V_NE;

(2) Landing gear retracted;

(3) Wing‑flaps retracted or, in the case of flaps approved for use in en‑route flying, in all appropriate positions;

(4) Maximum weight;

(5) Power for level flight at 0.9 V_H; and

(6) Glider trimmed for level flight (if fitted with a trimming device).

(e) Approach for Powered Glider:

(1) At all speeds between 1.1 V_S1 and V_FE;

(2) Wing‑flaps in the landing position;

(3) Landing gear extended.

(4) Glider trimmed at 1.5 V_S1 (if fitted with a trimming device);

(5) Air brakes both retracted and extended;

(6) Engine idling (throttle closed); and

(7) Propeller in take‑off position.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.177 Lateral and Directional Stability

(a) With the glider in straight steady flight, and when the aileron and rudder controls are gradually applied in opposite direction, any increase in sideslip angle must correspond to an increased deflection of the lateral control. This behaviour need not follow a linear law.

(b) In a sideslip any control force reversal must not be such as to require exceptional piloting skill to control the glider.

(Change 522‑1 (87‑08‑31))
(Change 522‑3 (94‑04‑30))

522.181 Dynamic Stability

Any short period oscillations occurring between the stalling speed and VDF, must be heavily damped with the primary controls:

(a) Free.

(b) Fixed.

In the case of a powered glider this requirement must be met with the engine running at all allowable powers.

(Change 522‑1 (87‑08‑31))

Stalls

522.201 Wings Level Stall

(a) Stall demonstrations must be conducted by reducing the speed by approximately 2 km/h per second until either a stall results as evidenced by a downward pitching motion or rolling motion not immediately controllable or until the longitudinal control reaches the stop. It must be possible to produce and correct roll and yaw by unreversed use of the controls until the stall occurs.

(b) It must be possible to prevent more than 30^o of roll by normal use of the controls during recovery. There must be no uncontrollable tendency of the glider to spin.

(c) Stalling behaviour must not be unduly sensitive to sideslip.

(d) The loss of altitude from the beginning of the stall until regaining level flight by applying normal procedures and the maximum pitch attitude below the horizon must be determined.

(e) With the glider in straight flight at 1.2 V_S1 in the configuration appropriate to winch launching by pulling rapidly on the control stick, a pitch attitude approximately 30^o above the horizon must be achieved and the resulting stall must not be severe and such as to make prompt recovery difficult.

(f) Compliance with the requirements of subparagraphs (a) through (d) and (g) of this paragraph must be shown under the following conditions:

(1) Wing‑flaps in any position;

(2) Air brakes retracted and extended;

(3) Landing gear retracted and extended;

(4) Glider trimmed to 1.5 V_S1 (if fitted with a trimmer);

(5) Additionally, for powered gliders:

(i) Cowl flaps in appropriate configuration;

(ii) Power: Engine idling, and 90% of maximum continuous power;

(iii) Propeller in take‑off position.

(g) Unless it can be shown that asymmetric water ballast is unlikely to occur, the stall demonstration of sub‑paragraph (a) of this paragraph must be made for the most critical loadings, and it must be shown that it is possible to regain level flight without encountering uncontrollable rolling or spinning tendencies.

(Change 522‑1 (87‑08‑31))

522.203 Turning Flight Stalls

(a) When stalled during a coordinated 45^o banked turn, it must be possible to regain normal level flight without encountering uncontrollable rolling or spinning tendencies. Compliance with this requirement must be shown under the conditions of 522.201(f) that result in the most critical stall behaviour of the glider. In any case the landing configuration, with air brakes retracted and extended, must be investigated.

(b) The loss of altitude from beginning of the stall until regaining level flight by applying normal procedures must be determined.

(Change 522‑1 (87‑08‑31))

522.207 Stall Warning

(a) Except as provided by 522.207(d), there must be a clear and distinctive stall warning with air brakes, wing‑flaps and landing gear in any normal position, both in straight and in turning flight. In the case of a powered glider compliance with this requirement must also be shown with the engine running in the conditions prescribed in 522.201(f)(5).
(amended 2003/01/15)

(b) The stall warning may be furnished either through the inherent aerodynamic qualities of the glider (e.g. buffeting) or by a device that will give clearly distinguishable indications.

(c) The stall warning must begin at a speed between 1.05 V_S1 and 1.1 V_S1 and must continue until the stall occurs.

(d) Compliance with 522.207(a) through (c) is not required for a glider, a self-launching powered glider with the engine stopped, or a self-sustaining powered glider with the engine stopped or running if the following are met with air brakes, wing-flaps and landing gear in any normal position:
(amended 2003/01/15)

(1) recovery from a stall is prompt in both straight and turning flight:
(amended 2003/01/15)

(2) when a stall occurs from straight flight:
(amended 2003/01/15)

(i) it is possible to produce and correct roll by using the ailerons, the rudder being held neutral, and
(amended 2003/01/15)

(ii) no appreciable wing-dropping occurs when both ailerons and rudder are held neutral:
(amended 2003/01/15)

(3) when a stall occurs in a coordinated 45° banked turn, any subsequent rolling or yawing motion is not rapid and is readily controllable.
(amended 2003/01/15)

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))
(Change 522‑3 (94‑04‑30))

Spinning

522.221 General

(a) Compliance with the following requirements must be shown in all configurations and, for a powered glider, with the engine idling. Unless it can be shown that assymetric water‑ballast is unlikely to occur by malfunction or with lateral accelerations during a spin, the demonstrations of sub‑paragraphs (b) through (g) must also be made for the most critical water‑ballast loadings.

(b) The glider must be able to recover from spins of at least five turns or such lesser number at which the spin changes into a spiral dive by applying the controls in a manner normal for recovery and without exceeding either the limiting air‑speed or the limiting positive manoevring load factor for the glider. Tests must be conducted with wing‑flaps and air brakes neutral (see ACJ 22.335) and with:

(1) Controls held in the position normal for spins;

(2) Ailerons and rudder used in opposite directions;

(3) Ailerons applied in the direction of rotation.

In addition and where applicable, tests must be conducted in critical combinations of air‑brake extension, wing‑flap deflection, water‑ballast, including trim water‑ballast and with the powerplant extended or retracted. For wing‑flap positions for which a V_FE limitation is established, the flap position may be adjusted during recovery after the auto‑rotation has stopped.

(c) A glider, in the configurations certified for intentional spinning, must be able to recover from any point in a spin as defined in 522.221(b) in not more than one additional turn. In those configurations not approved for intentional spinning, sub‑paragraph (d) shall be applied.

(d) A glider in the configurations not certified for intentional spinning, must still be able to recover from a spin as defined in 522.221(b) in not more than one and a half additional turns.

(e) In addition, any glider must be able to recover from a one turn spin in any configuration in not more than one additional turn.

(f) The loss of altitude from the point at which recovery is initiated to the point at which horizontal flight is first regained must be determined in all of the above mentioned cases.

(g) It must be impossible to obtain uncontrollable spins with any use of the controls.

(Change 522‑1 (87‑08‑31))
(Change 522‑2 (93‑06‑30))

522.223 Spiral Dive Characteristics

If there is any tendency for the spin to turn into a spiral dive the stage at which this tendency occurs, must be determined. It must be possible to recover from the condition without exceeding either the limiting air speed or the limiting positive manoeuvring factor for the glider. Compliance with this requirement must be shown without the use of air brakes.

Ground Handling Characteristics

522.233 Directional Stability and Control

(a) With cross‑wind components not less than 0.2 V_so or 15 km/h, whichever is the greater, there must be no uncontrollable ground‑loop tendency at any speed at which the powered glider may be expected to be operated on the ground.

(b) The powered glider must have adequate directional control during taxiing.

(Change 522‑1 (87‑08‑31))

Miscellaneous Flight Requirements

522.251 Vibration and Buffeting

Each part of the glider must be free from excessive vibration at all speeds up to at least V_DF. In addition, there must be no buffeting, in any normal flight condition including the use of air brakes, severe enough to interfere with the satisfactory control of the glider, cause excessive fatigue to the crew, or result in structural damage. Stall warning buffeting within these limits is allowable. In the case of a powered glider this requirement must be met with the engine running at all allowable powers.

(Change 522‑1 (87‑08‑31))

522.255 Aerobatic Manoeuvres

(a) Each Aerobatic and Utility Category glider must be able to perform safely the aerobatic maneuvers for which certification is requested.

(b) It must be shown that aerobatic maneuvers can be carried out with adequate margins between the speeds and accelerations attained therein and the proof strength and design speed of the glider.

(c) When determining the flight characteristics, account must be taken of the possibility of exceeding the recommended entry speeds for the maneuvers and errors which are likely to be made by the pilot while being trained for aerobatic maneuvers.

(d) During the flight tests it is not permitted to use any means (e.g. air brakes, wing‑flaps) to restrict the speed in aerobatic manoeuvres.

(e) The recommended entry speed and where appropriate, the maximum acceleration must be determined for each manoeuvre approved.