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41-572: S1C may refer to: S-1C , a variant of the Pitts Special , biplane S-IC , the first stage of the Saturn V rocket S1C reactor , United States Navy submarine nuclear reactor [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change

82-597: A 17 ft 4 in (5.28 m) wingspan, or as the S-2 two-seater variant featuring a 260 hp (194 kW) flat-6 Lycoming and a 20 ft (6.1 m) wingspan. Pitts Specials have been equipped with engines of up to 450 hp (338 kW). Plans for the single-seat Pitts S-1S are also available from Aviat Aircraft. The S-1C and derivative S-1SS plans and kits are supplied by Steen Aero Lab in Palm Bay, Florida . Many hundreds of homebuilders have successfully completed and flown

123-469: A certificate of airworthiness (CoA). A CoA is issued for each aircraft that is properly registered if it conforms to its type design and ready for safe operation. The CoA is valid and the aircraft may be operated as long as it is maintained in accordance with the rules issued by the regulatory authority. The concept of a 'type certificate' was introduced by the "Air Navigation Regulations" published in May 1919 by

164-479: A few prototypes are built, each subject to different tests. The prototypes are first used for ground and system tests. One of the prototypes (known as the "static airframe") is subject to destructive testing, i.e., the prototype is subject to stress beyond normal and abnormal operations until destruction. The test-results are compared with initial submitted calculations to establish the ultimate structural strength. Other prototypes will undergo other systems tests until

205-401: A given amount of time in order to avoid a situation where the applicant would have to change the design as a result of changed regulation. An initial design sample known as a prototype is built. This refers to either the aircraft, the engines or the propeller, depending on the basis of the certification. For the purpose of illustration, the discussion shall be limited to the aircraft. Normally

246-516: A new variant may require re-certification. Again the basic process of type certifications is repeated (including maintenance programs). However, unaltered items from the basic design need not be retested. Normally, one or two of the original prototype fleet are remanufactured to the new proposed design. As long as the new design does not deviate too much from the original, static airframes do not need to be built. The resultant new prototypes are again subjected to flight tests. Upon successful completion of

287-494: A number of homebuilt aircraft were produced from rough hand-drawn plans produced by Pitts, more professionally drawn plans went on sale in 1962. While many homebuilt aircraft were built in the 1960s, earning the S-1 a reputation as an excellent aerobatic aircraft, Pitts worked on the design of a two-seat aerobatic trainer version, the S-2, which first flew in 1967 and gained its type certificate in 1971. Factory-built aircraft produced by

328-740: A particular type design. ADs are used by the certifying authority to notify aircraft owners and operators of unsafe conditions and to require their correction. ADs prescribe the conditions and limitations, including inspection, repair, or alteration under which the product may continue to be operated. With increasing in-service experience, the type certificate holder may find ways to improve the original design resulting in either lower maintenance costs or increased performance. These improvements (normally involving some alterations) are suggested through service bulletins to an aircraft owners/operators as optional (and may be extra cost) items. The owner/operator shall exercise their discretion whether or not to incorporate

369-408: A program's profitability. A type certificate (TC) is issued to signify the airworthiness of the approved design or "type" of an aircraft to be manufactured. The TC is issued by a regulatory authority, and once issued, the design cannot be changed unless at least part of the process for certification is repeated to cover the changes. The TC reflects a determination made by a regulatory authority that

410-432: Is a series of light aerobatic biplanes designed by Curtis Pitts . It has accumulated many competition wins since its first flight in 1944. The Pitts biplanes dominated world aerobatic competition in the 1960s and 1970s and, even today, remain potent competition aircraft in the lower categories. Curtis Pitts began the design of a single-seat aerobatic biplane in 1943–1944. The design has been refined continuously since

451-446: Is issued by the aircraft operator and approved by the regulatory authority of the state of registry to maintain the airworthiness of the aircraft of the type owned by the operator. Maintenance tasks outlined in the maintenance program have to be scheduled and timely accomplished in order for the airworthiness certificate of their aircraft to remain valid. Other continuing airworthiness activities include additional tasks associated with

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492-401: Is to initiate a modification by the type design holder (manufacturer), and the other is to request a third party Supplemental type certificate (STC). The choice is determined by considering whether or not the change constitutes a new design (i.e. introduces risk not considered in the first type design). If so, then type design holder must develop and approve a modification to the type design. If

533-781: The A340-600 which is based on the Airbus A340-200 and the A340-300. Any additions, omissions or alterations to the aircraft's certified layout, built-in equipment, airframe and engines, initiated by any party other than the type certificate holder, need an approved supplementary ("supplemental" in FAA terminology) type certificate, or STC. The scope of an STC can be extremely narrow or broad. It could include minor modifications to passenger cabin items or installed instruments. More substantial modifications may involve engine replacement, as in

574-757: The Aerotek company at Afton, Wyoming were joined in production by the single-seat S-1S in 1973. In 1972, the US Aerobatic Team won the World Championships flying only Pitts biplanes. In 1977 Curtis Pitts sold his interests in the Pitts S-1 and S-2 to Doyle Child. Child later sold the rights in 1981 to Frank Christensen, who continued production at the Afton plant under the guise of Christen Industries. The rights for homebuilt versions of

615-664: The Blackhawk modifications to Cessna Conquest and Beechcraft King Air turboprops , or a complete role change for the aircraft, such as converting a B-17 or Stearman into an agricultural aircraft. STCs are applied due to either the type certificate holder's refusal (frequently due to economics) or its inability to meet some owners' requirements. STCs are frequently raised for out-of-production aircraft types conversions to fit new roles. Before STCs are issued, procedures similar to type certificate changes for new variants are followed, likely including thorough flight tests. STCs belong to

656-726: The Pitts name is currently owned by Aviat which also owns the similar model to the Pitts in the Christen Eagle . The current inverted flat spin world record is 98 set on March 20, 2016 by air show performer Spencer Suderman over Yuma, Arizona . Suderman flew the Sunbird S-1x, a Lycoming IO-540 -powered experimental variant of the Pitts S1. The maneuver began from 24,500' over the Yuma Proving Grounds and

697-462: The Pitts since plans became available in 1960. All single-seat (S-1) and two-seat (S-2) Pitts Specials are variations of the basic design from 1944. The aircraft was popularized by Betty Skelton , Caro Bayley , and other air show performers, which led to the offering of plans in 1962. Pitts produced limited numbers of aircraft during the 1940s and 1950s. The Pitts Special became the standard by which all other aerobatic aircraft were judged. After

738-408: The Pitts were sold in 1994 to Steen Aero Lab , with the Afton factory and production rights being transferred to Aviat . Curtis Pitts died in 2005 at age 89. At the time of his death, he was working with Steen on the prototype of the new Pitts Model 14, a brand new, two-seat biplane designed for unlimited aerobatics powered by the 400  horsepower Vedeneyev M14P radial engine . The rights to

779-499: The STC holder and are generally more restrictive than type certificate changes. The TC holder remains responsible for the continued integrity of the approved aircraft type design and must continue to be the focal point for resolving issues that may require corrective action. This requires the continued capability, or access to a capability, of providing appropriate technical solutions for service difficulties or mandatory corrective action. If

820-658: The UK's Secretary of State for Air , Winston Churchill . The Buhl-Verville CA-3 Airster was the first aircraft to receive a type certificate in the US, (i.e. A.T.C. No. 1) issued by the Aeronautics Branch of the Department of Commerce on March 29, 1927. Initially, the applicant design organisation submits documents to their local aviation regulating body, detailing how the proposed aircraft type design would fulfill

861-511: The World's Aircraft 1988–89 General characteristics Performance Related development Aircraft of comparable role, configuration, and era Type certificate For up to three seats, primary category aircraft certification costs around US$ 1 million, US$ 25 million for a general aviation aircraft and hundreds of millions of dollars for a commercial aircraft ; certification delays can cost millions of dollars and can decide

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902-470: The aircraft affected. It also identifies the certification basis for regulatory compliance for the design change. The TC implies that aircraft manufactured according to the approved design can be issued an airworthiness certificate . To meet those requirements the aircraft and each sub-assembly must also be approved. For example, in the U.S. these sub-assemblies must meet requirements in the applicable Technical Standards Order (TSO). To meet those requirements

943-491: The aircraft's design envelope . In parallel with aircraft testing, the applicant firm also draws up maintenance program to support continuous airworthiness after approval of the design. The program is drawn with inputs from tests results and also from initial customers' engineering departments. The proposed maintenance program is submitted to the regulators for comment and approval. After successful completion of ground and flight tests, along with an approved maintenance program,

984-418: The airworthiness requirements. After investigations by the regulator, the final approval of such documents (after the required comments and amendments in order to fulfill the laws), becomes the basis of the certification. The firm follows it and draws a proposed timetable of actions required for certification tests. With the application, the regulations to be applied will usually be frozen for this application for

1025-509: The bulletins and report the decision to the regulatory authority of the state of the aircraft registry. Sometimes SBs can become mandated by relevant ADs. Often the basic design is enhanced further by the type certificate holder. Major changes beyond the authority of the service bulletins require amendments to the type certificate. For example, increasing (or decreasing) an aircraft's flight performance, range and load carrying capacity by altering its systems, fuselage, wings or engines resulting in

1066-526: The certification program, the original type certificate is amended to include the new variant (normally denoted by a new model number additional to the original type designation). Typical examples are; the Boeing 737NG (737-600, 737-700, 737-800 and 737-900) which replaced the 737 Original family (737-100 and 737-200) and the 737 Classic family (737-300, 737-400 and 737-500) and the Airbus A340-500 and

1107-462: The design documents are examined for compliance with the applicable Minimum Operating Performance Standards (MOPS) applicable to that sub-assembly. MOPS are published by expert industry groups such as: RTCA Inc., EUROCAE, and SAE. When aircraft are produced to meet a given TC, each one need not be tested as rigorously but the confidence demonstrated by the TC is conferred, when the aircraft has been assigned

1148-476: The frames outlined in a TC data sheet, and each given a serial number (a "series aircraft"). As the aircraft enters into service, it is subject to operational wear and tear which may cause performance degradations. The set of processes by which an aircraft, engine, propeller or part complies with the applicable airworthiness requirements and remains in a condition for safe operation throughout its operating life called continuing airworthiness . A maintenance program

1189-452: The holder is no longer capable or if the TC is transferred to another holder a regulatory authority should take appropriate action in accordance with the national legislation. In the case of the TC being transferred to another holder the new holder shall be capable of fulfilling the TC holder responsibilities in following ADs and providing technical support to keep the type design current with the applicable airworthiness requirements, even after

1230-442: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=S1C&oldid=988832808 " Category : Letter–number combination disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages Pitts Special The Pitts Special (company designations S-1 and S-2 )

1271-504: The maintenance program and design changes to be accomplished via: Sometimes during service, the aircraft may encounter problems that may compromise the aircraft's safety, which are not anticipated or detected in prototype testing stages. The aircraft design is thus compromised. The regulators will now issue an airworthiness directive to the type certificate holder and to all owners globally. The directives normally consists of additional maintenance or design actions that are necessary to restore

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1312-423: The production of the aircraft type has stopped but many out-of-production aircraft continue useful lives. STCs are also bound by the same rules. When the holder decides to stop supporting the aircraft type without the transfer of TC holder responsibilities, the TC is returned to the issuing regulatory authority and the remaining aircraft fleet can be grounded by the current states of registry until further decisions on

1353-457: The prototype first flew in September 1944; however, the current Pitts S-2 still remains quite close to the original in concept and in design. Several of the aircraft that Curtis Pitts built had a picture of a skunk on them and were called "Stinkers". After she bought it, aerobatic performer Betty Skelton called the second aircraft that Curtis built, "Little Stinker". The prototype S-2, which

1394-399: The prototype is approved, and the firm is granted the TC for the prototype (as understood that it should include all furnished equipment for its intended role). The legal term for the firm is now the "type certificate holder". Subsequently, the prototype now serves as a template for serial aircraft production and the aircraft rolling out of the factory should be identical to the prototype within

1435-433: The regulatory authority agrees the change does not introduce new risk, the STC option is available. An STC is less expensive because the design change can be developed by a specialized design organization, a generally more flexible and efficient process than going through the original manufacturer. The STC defines the product design change, states how the modification affects the existing type design, and lists serial numbers of

1476-529: The satisfaction of the regulators. With all ground tests completed, prototypes are made ready for flight tests. The flight tests are flown by specially approved flight test pilots who will fly the prototypes to establish the ultimate flight limits which should be within the airworthiness rules. If a long range airliner is tested, the flight tests may cover the whole world. Tests may also cover different environments - high and low altitude, freezing and hot climates, and so on, to confirm correct performance throughout

1517-702: The type design is in compliance with airworthiness requirements. Examples of regulatory authorities are the United Kingdom's Civil Aviation Authority (CAA), the U.S. Federal Aviation Administration (FAA), the European Aviation Safety Agency (EASA), Transport Canada , Brazil’s Agência Nacional de Aviação Civil and the Civil Aviation Administration of China (CAAC). When changes are needed to an airframe or on-board equipment, there are two options. One

1558-399: The type's airworthiness. Compliance is mandatory and thus if an operator does not comply with an AD, then the datum aircraft is not considered airworthy and further operation of the affected aircraft type would be unlawful , making the operator liable to legal action by the relevant national aviation authority, and rendering null-and-void any of the operator's insurance policies relating to

1599-479: The type, such as hull loss and accident third party coverage. ADs may also be raised with changes of the local or global aviation rules and requirements, e.g., the requirement to fit armored cockpit doors for all passenger airliners after the September 11 attacks . The certifying authority issues an AD when an unsafe condition is found to exist in a product (aircraft, aircraft engine, propeller, or appliance) of

1640-518: Was recovered at 2,000' AGL. The previous world record for the number of consecutive turns in a flat spin was 81 also set by Spencer Suderman on March 13, 2014 in a Pitts S-2B from 23,000 ft altitude over the Naval Air Facility El Centro . Canada Italy United States Data from National Air and Space Museum; Plane & Pilot Magazine General characteristics Performance Data from Jane's All

1681-571: Was the first two-seat Pitts, was "Big Stinker", the prototype Model 11 (later called S-1-11B) was "Super Stinker", and the prototype Model 12 was the "Macho Stinker". In 1962 Curtis Pitts set up Pitts Enterprises to sell plans of the S-1C to homebuilders. Certified versions of the Pitts are now produced by Aviat Aircraft in Afton, Wyoming . It is available as the S-1 single-seater with an up to 200 hp (150 kW) flat-4 Lycoming engine and

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