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This paper discusses the Micco spin flight test program for the FAA Part 23 certification of the MAC-145A and the MAC-145B light single engine aircraft. The 145A was awarded FAA certification in January 2000 in the Utility Category (spins prohibited in operation use). Approximately 120 one turn spins were completed in the flight test program with no anomalies or safety incidents. The 145B, and increased power derivative of the 145A, was intended to be immediately certified in the Acrobatic Category which permits spins and acrobatic maneuvers. However, spin flight tests of approximately 210 spins revealed that the 145B, in its current configuration, could not meet the Acrobatic Category recovery criteria for multiple turn spins. It is now intended to certify the 145B in the Utility Category (spins prohibited) until further modifications and flight tests can be completed.

This paper discussed the flight test of a modification to the Cessna 337 Skymaster to improve its range and altitude performance by the addition of three foot wing extensions which contain fuel tanks with 20 gallon capacity. In addition the takeoff gross weight was increased from 4700 lbs. to 5120 lbs. The tests were successful with the modification receiving its Supplemental Type Certificate (STC). The only problem encountered required a minor modification to the static ports of the aircraft to achieve an accurate airspeed calibration.

The Global Positioning System (GPS) has permitted the development of infrastructure for helicopter instrument flight. The Federal Aviation Administration has begun development of such infrastructure. This paper describes research conducted to determine the optimum lighting array for steep GPS instrument approaches for helicopters. A significant finding of this research was that the color of lights for such approaches needs to be changed to a green/blue color in the 525 nanometer range as opposed to the current amber lights now used. Another finding was that a majority of the lighting needs to be on the far side of the helipad instead of on the near side as in airplane approaches and current heliport designs. A proposed lighting array was tested at three separate locations and its design is provided in this paper. It is recommended for adoption as a National Standard.

This paper describes a preliminary research flight test program to investigate the development of a gust alleviation system for Commuter and General Aviation Aircraft. The program was conducted on a variable stability Navion aircraft and investigated the use of both up and down flap deflection in combination with elevator to alleviate the effects of gusts. A second phase of the program to investigate methods of sensing gusts in sufficient time for use of this method is currently in the planning stage.

The paper presents an argument for combining the precision of GPS with robust slow speed agility of the helicopter to support the wide implementation of a helicopter precision track GPS (HPT-GPS) instrument approach. The autonomous nature of the approach suggests that it is particularly suited for use at small airports and heliports. This capability is then characterized as providing an affordable way to facilitate the integration of rotorcraft Into the National Airspace System to facilitate commerce and Emergency Medical Service (EMS) to areas that are otherwise poorly served by aviation during poor weather. The paper defines a new minimum approach airspeed (VMAP) which applies to the last segment of the approach. This segment involves a descent to a Minimum Descent Altitude (MDA) and continued flight to a Helicopter Visual Descent Point (HVDP) which is expected to be located 150 feet or more above or beyond the runway threshold.

Considering the rising cost and diminished availability of 100-octane, low-lead (100 LL) aviation gasoline, owners of aircraft certified for 100 LL may be forced to find an alternative fuel in the near future. This study proposed a blend of 200-proof anhydrous ethanol ($1.70 per gallon) and automotive gasoline ($1.15 per gallon) as a replacement for aviation gasoline ($1.90 per gallon). The research program included materials compatibility tests, Cooperative Fuel Research (CFR) engine tests, static thrust tests, and a flight test to determine the feasibility of such a blend as a fuel for an unmodified aircraft engine. Throughout all tests, blends burned as well as aviation gasoline. The static thrust tests indicated that a blend of 35% ethanol/65% automotive gasoline yielded the maximum thrust output. The materials tests revealed metals to be unaffected by contact with the blend fuel. Fibrous growths were discovered in the blend and in the automotive gasoline samples.