AC 25-7D

Appendix D

(1) The critical engine inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust;

(2) The weight equal to the airplane’s weight existing in accordance with section 4T.116 at the end of the takeoff path;

(3) The speed equal to not less than 1.25 V S.

(d) Approach. In the approach configuration corresponding with the normal all-enginesoperating procedure such that VS related to this configuration does not exceed 110 percent of the VS corresponding with the related landing configuration, the steady gradient of climb shall not be less than 2.1 percent for two-engine airplanes and not less than 2.7 percent for four-engine airplanes with:

(1) The critical engine inoperative, the remaining engine(s) operating at the available takeoff power and/or thrust;

(2) The weight equal to the maximum landing weight;

(3) A climb speed established by the applicant in connection with normal landing procedures, except that it shall not exceed 1.5 VS. (see sec. 4T.111(c)).

4T.121 En route flight paths.

With the airplane in the en route configuration, the flight paths prescribed in paragraphs (a) and

(b) of this section shall be determined at all weights, altitudes, and ambient temperatures, within the operational limits established by the applicant for the airplane.

(a) One engine inoperative. The one-engine-inoperative net flight path data shall be determined in such a manner that they represent the airplane’s actual climb performance diminished by a gradient of climb equal to 1.1 percent for two-engine airplanes and 1.6 percent for four-engine airplanes. It shall be acceptable to include in these data the variation of the airplane’s weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engine(s).

(b) Two engines inoperative. For airplanes with four engines, the two-engineinoperative net flight path data shall be determined in such a manner that they represent the airplane’s actual climb performance diminished by a gradient of climb equal to 0.5 percent. It shall be acceptable to include in these data the variation of the airplane’s weight along the flight path to take into account the progressive consumption of fuel and oil by the operating engines.

(c) Conditions. In determining the flight paths prescribed in paragraphs (a) and (b) of this section, the conditions of subparagraphs (1) through (4) of this paragraph shall apply.

(1) The airplane’s c.g. shall be in the most unfavorable position.

(2) The critical engine(s) sh all be inoperative, the remaining engine(s) operating at the available maximum continuous power and/or thrust.

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AC 25-7D Appendix D

(3) Means for controlling th e engine cooling air supply shall be in the position which provides adequate cooling in the hot-day condition.

(4) The speed shall be selected by the applicant.

4T.122 Landing distance.

The landing distance shall be the horizontal distance required to land and to come to a complete stop (to a speed of approximately 3 knots in the case of seaplanes or float planes) from a point at a height of 50 feet above the landing surface. Landing distances shall be determined for standard temperatures at all weights, altitudes, and winds, within the operational limits established by the applicant for the airplane. The conditions of paragraphs (a) through (g) of this section shall apply.

(a) The airplane shall be in the landing conf iguration. During the landing, changes in the airplane’s configuration, in power and/or thrust, and in speed shall be in accordance with procedures established by the applicant for the operation of the airplane in service. The procedures shall comply with the provisions of section 4T.111(c).

(b) The landing shall be preceded by a steady gliding approach down to the 50-foot height with a calibrated air speed of not less than 1.3 VS.

(c) The landing distance shall be based on a smooth, dry, hard-surfaced runway, and shall be determined in such a manner that reproduction does not require exceptional skill or alertness on the part of the pilot. In the case of seaplanes or floatplanes, the landing surface shall be smooth water, while for skiplanes it shall be smooth, dry snow. During landing, the airplane shall not exhibit excessive vertical acceleration, a tendency to bounce, nose over, ground loop, porpoise, or water loop.

(d) The landing distance data shall include operational correction factors for not more than 50 percent of nominal wind components along the landing path opposite to the direction of landing and not less than 150 percent of nominal wind components along the landing path in the direction of landing.

(e) During landing, the operating pressures on the wheel braking system shall not be in excess of those approved by the manufacturer of the brakes, and the wheel brakes shall not be used in such a manner as to produce excessive wear of brakes and tires.

(f) In addition to, or in lieu of, wheel brakes, the use of other braking means shall be acceptable in determining the landing distance, provided such braking means shall have been proven to be safe and reliable, that the manner of their employment is such that consistent results can be expected in service, and that exceptional skill is not required to control the airplane.

(g) If the characteristics of a device (e.g., the propellers) dependent upon the operation of any of the engines noticeably increase the landing distance when the landing is made with the engine inoperative, the landing distance shall be determined with the critical engine inoperative unless the Administrator finds that the use of compensating means will result in a landing distance not greater than that attained with all engines operating.

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AC 25-7D Appendix D 4T.123 Limitations and information.

(a) Limitations. The performance limitations on the operation of the airplane shall be established in accordance with subparagraph (1) through (4) of this paragraph. (See also sec.

4T.743.)

(1) Takeoff weights. The maximum takeoff weights shall be established at which compliance is shown with the generally applicable provisions of this regulation and with the takeoff climb provisions prescribed in section 4T.120 (a), (b), and (c) for altitudes and ambient temperatures, within the operational limits of the airplane (see subparagraph (4) of this paragraph).

(2) Landing weights. The maximum landing weights shall be established at which compliance is shown with the generally applicable provisions of this regulation and with the landing and takeoff climb provisions prescribed in sections 4T.119 and 4T.120 for altitudes and ambient temperatures, within the operational limits of the airplane (see subparagraph (4) of this paragraph).

(3) Accelerate-stop distance, takeoff distance, and takeoff run. The minimum distances required for takeoff shall be established at which compliance is shown with the generally applicable provisions of this regulation and with sections 4T.115 and 4T.117(a) and with 4T.117(b) if the takeoff distance is intended to include a clearway, for weights, altitudes, temperatures, wind components, and runway gradients, within the operational limits of the airplane (see subparagraph (4) of this paragraph).

(4) Operational limits. The operational limits of the airplane shall be established by the applicant for all variable factors required in showing compliance with this regulation (weight, altitude, temperature, etc.). (See secs. 4T.113 (a)(1) and (b), 4T.115(d), 4T.118, 4T.121, and 4T.122.)

(b) Information. The performance information on the operation of the airplane shall be scheduled in compliance with the generally applicable provisions of this regulation and with sections 4T.117a(b), 4T.121, and 4T.122 for weights, altitudes, temperatures, wind components and runway gradients, as these may be applicable, within the operational limits of the airplane (see subparagraph (a)(4) of this section). In addition, the performance information specified in subparagraphs (1) through (3) of this paragraph shall be determined by extrapolation and scheduled for the ranges of weights between the maximum landing and maximum takeoff weights established in accordance with subparagraphs (a)(1) and (a) (2) of this section. (See also sec. 4T.743.)

(1) Climb in the landing configuration (see sec. 4T.119);

(2) Climb in the approach configuration (see sec. 4T.120(d));

(3) Landing distance (see sec. 4T.122).

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AC 25-7D Appendix D Airplane Flight Manual 4T.743 Performance limitations, information, and other data.

(a) Limitations. The airplane’s performance limitations shall be given in accordance with section 4T.123(a).

(b) Information. The performance information prescribed in section 4T.123(b) for the application of the operating rules of this regulation shall be given together with descriptions of the conditions, air speeds, etc., under which the data were determined.

(c) Procedures. Procedures established in accordance with section 4T.111(c) shall be given to the extent such procedures are related to the limitations and information set forth in accordance with paragraphs (a) and (b) of this section. Such procedures, in the form of guidance material, shall be included with the relevant limitations or information, as applicable.

(d) Miscellaneous. An explanation shall be given of significant or unusual flight or ground handling characteristics of the airplane.

3. In lieu of sections 40.70 through 40.78, 41.27 through 41.36(d), and 42.70 through

42.83, of Parts 40, 41, and 42, respectively, of the Civil Air Regulations, the following shall be applicable:

Operating Rules 40T.80 Transport category airplane operating limitations.

(a) In operating any passenger-carrying transport category airplane certificated in accordance with the performance requirements of this regulation, the provisions of sections 40T.80 through 40T.84 shall be complied with, unless deviations therefrom are specifically authorized by the Administrator on the ground that the special circumstances of a particular case make a literal observance of the requirements unnecessary for safety.

(b) The performance data in the AFM shall be applied in determining compliance with the provisions of sections 40T.81 through 40T.84. Where conditions differ from those for which specific tests were made, compliance shall be determined by approved interpolation or computation of the effects of changes in the specific variables if such interpolations or computations give results substantially equaling in accuracy the results of a direct test.

40T.81 Airplane’s certificate limitations.

(a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the AFM for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See secs. 4T.123(a)(1) and 4T.743(a).)

(b) No airplane shall be taken off at a weight such that, allowing for normal consumption of fuel and oil in flight to the airport of destination and to the alternate airports, the D-51

Appendix D weight on arrival will exceed the landing weight specified in the AFM for the elevation of each of the airports involved and for the ambient temperatures anticipated at the time of landing. (See secs. 4T.123(a)(2) and 4T.743(a).)

(c) No airplane shall be taken off at a weight which exceeds the weight at which, in accordance with the minimum distances for takeoff scheduled in the AFM, compliance with subparagraphs (1) through (3) of this paragraph is shown. These distances shall correspond with the elevation of the airport, the runway to be used, the effective runway gradient, and the ambient temperature and wind component existing at the time of takeoff. (See secs. 4T.123(a)

(3) and 4T.743(a).)

(1) The accelerate-stop distance shall not be greater than the length or the runway plus the length or the stopway if present.

(2) The takeoff distance shall not be greate r than the length of the runway plus the length of the clearway if present, except that the length of the clearway shall not be greater than one-half of the length of the runway.

(3) The takeoff run shall not be grea ter than the length of the runway.

(d) No airplane shall be operated outside the operational limits specified in the Airplane Flight Manua1 (See secs. 4T.123(a)(4) and 4T.743(a).)

40T.82 Takeoff obstacle clearance limitations. No airplane shall be taken off at a weight in excess of that shown in the AFM to correspond with a net takeoff flight path which clears all obstacles either by at least a height of 35 feet vertically or by at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing beyond the boundaries.

In determining the allowable deviation of the net takeoff flight path in order to avoid obstacles by at least the distances prescribed, it shall be assumed that the airplane is not banked before reaching a height of 50 feet as shown by the net takeoff flight path data in the AFM, and that a maximum bank thereafter does not exceed 15 degrees. The net takeoff flight path considered shall be for the elevation of the airport, the effective runway gradient, and for the ambient temperature and wind component existing at the time of takeoff. (See secs. 4T.123(b) and 4T.743(b).)

40T.83 En route limitations. All airplanes shall be operated in compliance with paragraph (a) of this section. In addition, no airplane shall be flown along an intended route if any place along the route is more than 90 minutes away from an airport at which a landing can be made in accordance with section 40T.84(b), assuming all engines to be operating at cruising power, unless compliance is shown with paragraph (b) of this section.

(a) One engine inoperative. No airplane shall be taken off at a weight in excess of that which, according to the one-engine-inoperative en route net flight path data shown in the AFM, will permit compliance with either subparagraphs (1) or (2) of this paragraph at all points along the route. The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after the engine fails. The net flight path used shall be for the ambient temperatures anticipated along the route. (See secs. 4T.123(b) and 4T.743(b).)

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Appendix D

(1) The slope of the net flight path shall be positive at an altitude of at least 1,000 feet above all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track.

(2) The net flight path shall be such as to permit the airplane to continue flight from the cruising altitude to an airport where a landing can be made in accordance with the provisions of section 40T.84(b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The provisions of subdivisions (i) through (vi) of this subparagraph shall apply.

(i) The engine shall be assumed to fa il at the most critical point along the route.

(ii) The airplane shall be assumed to pass over the critical obstruction following engine failure at a point no closer to the critical obstruction than the nearest approved radio navigational fix, except that the Administrator may authorize a procedure established on a different basis where adequate operational safeguards are found to exist.

(iii) An approved method shall be used to account for winds which would otherwise adversely affect the flight path.

(iv) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flightcrew, and all other precautions are taken to ensure a safe procedure.

(v) The alternate airport shall be specifi ed in the dispatch release and shall meet the prescribed weather minima.

(vi) The consumption of fuel and oil after the engine is assumed to fail shall be that which is accounted for in the net flight path data shown in the AFM.

(b) Two engines inoperative. No airplane shall be taken off at a weight in excess of that which, according to the two-engine-inoperative en route net flight path data shown in the AFM, will permit the airplane to continue flight from the point where two engines are assumed to fail simultaneously to an airport where a landing can be made in accordance with the provisions of section 40T.84(b), the net flight path clearing vertically by at least 2,000 feet all terrain and obstructions along the route within 5 statute miles (4.34 nautical miles) on either side of the intended track. The net flight path considered shall be for the ambient temperatures anticipated along the route. The provisions of subparagraphs (1) through (5) of this paragraph shall apply.

(See secs. 4T.123(b) and 4T.734(b).)

(1) The two engines shall be assumed to fa il at the most critical point along the route.

(2) The net flight path shall have a positive slope at 1,500 feet above the airport where the landing is assumed to be made after failure of two engines.

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Appendix D

(3) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flightcrew, and all other precautions are taken to ensure a safe procedure.

(4) The airplane’s weight at the point where the two engines are assumed to fail shall be considered to be not less than that which would include sufficient fuel to proceed to the airport and to arrive there at an altitude of at least 1,500 feet directly over the landing area and thereafter to fly for 15 minutes at cruise power and/or thrust.

(5) The consumption of fuel and oil after the engines are assumed to fail shall be that which is accounted for in the net flight path data shown in the AFM.

40T.84 Landing limitations.

(a) Airport of destination. No airplane shall be taken off at a weight in excess of that which, in accordance with the landing distances shown in the AFM for the elevation of the airport of intended destination and for the wind conditions anticipated there at the time of landing, would permit the airplane to be brought to rest at the airport of intended destination within 60 percent of the effective length of the runway from a point 50 feet directly above the intersection of the obstruction clearance plane and the runway. The weight of the airplane shall be assumed to be reduced by the weight of the fuel and oil expected to be consumed in flight to the airport of intended destination. Compliance shall be shown with the conditions of subparagraphs (1) and (2) of this paragraph. (See secs. 4T.123(b) and 4T.743(b).)

(1) It shall be assumed that the airplane is landed on the most favorable runway and direction in still air.

(2) It shall be assumed that the airplane is landed on the most suitable runway considering the probable wind velocity and direction and taking due account of the ground handling characteristics of the airplane and of other conditions (i.e., landing aids, terrain, etc.). If full compliance with the provisions of this subparagraph is not shown, the airplane may be taken off if an alternate airport is designated which permits compliance with paragraph (b) of this section.

(b) Alternate airport. No airport shall be designated as an alternate airport in a dispatch release unless the airplane at the weight anticipated at the time of arrival at such airport can comply with the provisions of paragraph (a) of this section, provided that the airplane can be brought to rest within 70 percent of the effective length of the runway.

4. In lieu of section 43.11 of part 43 of the Civil Air Regulations the following shall be applicable.

43T.11 Transport category airplane weight limitations. The performance data in the AFM shall be applied in determining compliance with the following provisions:

(a) No airplane shall be taken off at a weight which exceeds the takeoff weight specified in the AFM for the elevation of the airport and for the ambient temperature existing at the time of the takeoff. (See secs. 4T.123(a)(1) and 4T.743(a).

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Appendix D

(b) No airplane shall be taken off at a weight such that, allowing for normal consumption of fuel and oil in flight to the airport of destination and to the alternate airports, the weight on arrival will exceed the landing weight specified in the AFM for the elevation of each of the airports involved and for the ambient temperatures anticipated at the time of landing. (See secs. 4T.123(a) (2) and 4T.743(a).)

(c) No airplane shall be taken off at a weight which exceeds the weight at which, in accordance with the minimum distances for takeoff scheduled in the AFM, compliance with subparagraphs (1) through (3) of this paragraph is shown. These distances shall correspond with the elevation of the airport, the runway to be used, the effective runway gradient, and the ambient temperature and wind component existing at the time of takeoff. (See secs. 4T.123(a)(3) and 4T.734(a).)

(1) The accelerate-stop distance shall not be greater than the length of the runway plus the length of the stopway if present.

(2) The takeoff distance shall not be greate r than the length of the runway plus the length of the clearway if present, except that the length of the clearway shall not be greater than one-half of the length of the runway.

(3) The takeoff run shall not be grea ter than the length of the runway.

(d) No airplane shall be operated outside th e operational limits specified in the AFM.

(See secs. 4T.123(a)(4) and 4T.743(a).)

5. The following definitions shall apply:

(a) Clearway. A clearway is an area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25 percent, above which no object nor any portion of the terrain protrudes, except that threshold lights may protrude above the plane if their height above the end of the runway is not greater than 26 inches and if they are located to each side of the runway.

NOTE: For the purpose of establishing takeoff distances and takeoff runs, in accordance with section 4T.117 of this regulation, the clearway plane is considered to be the takeoff surface.

(b) Stopway. A stopway is an area beyond the runway, not less in width than the width of the runway, centrally located about the extended centerline of the runway, and designated by the airport authorities for use in decelerating the airplane during an aborted takeoff: To be considered as such, a stopway must be capable of supporting the airplane during an aborted takeoff without inducing structural damage to the airplane. (See also sec. 4T.115(d) of this regulation.)

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Appendix E APPENDIX E. FAA HANDLING QUALITIES RATING METHOD E.1 Explanation.

Many of the stability and control requirements of part 25 are inadequate or unsuitable safety standards for airplanes with electronic flight control systems (EFCS) because these systems use control laws to define or augment the airplane’s natural handling qualities. As a result, the handling qualities rating method (HQRM) was developed to provide a systematic way to determine appropriate minimum handling qualities requirements that take into account the features, characteristics, and limitations of an EFCS. The HQRM defines the minimum acceptable handling characteristics as a function of the atmospheric conditions, flight envelope conditions, piloting task, and probability of the particular failure condition being evaluated. The pilot rating levels used in this HQRM may also be useful in evaluating flying qualities for showing compliance with existing part 25 requirements where the airplane must be shown to be capable of continued safe flight and landing. Unless otherwise specified in a special condition, the HQRM does not replace or override any of the systems and equipment requirements of §§ 25.1301 and 25.1309 or the control system requirements of §§ 25.671 and 25.672.

E.2 Procedures.

E.2.1 The HQRM is a pilot task-oriented approach for evaluating airplane handling qualities.

E.2.2 The HQRM uses a probability of occurrence versus safety effect philosophy in relating the minimum acceptable handling qualities to the probability of being in a particular portion of the airplane’s flight envelope (referred to as Xe), the probability of encountering certain atmospheric disturbance levels (referred to as Xa), and the probability of a specific flight control failure state (referred to as Xc). The overall process used for the HQRM is shown in figure E-1.

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AC 25-7D Appendix E Figure E-1. Overall HQRM Process

E.2.3 Handling qualities to perform a specified pilot task for a particular flight condition are expressed in terms of one of three levels: Satisfactory (SAT), Adequate (ADQ), and Controllable (CON). A description of these handling qualities ratings is presented in table E-1 below, along with the equivalent Cooper-Harper and Military Standard ratings for comparison. The handling qualities rating will be used to determine if the handling qualities of a specific test condition are acceptable, considering the probabilities of the failure state being evaluated (Xc), being in a particular portion of the flight envelope (Xe), and the atmospheric disturbance level (Xa).

Table E-1. Comparison of Handling Qualities Ratings

FAA Handling Qualities (HQ) Cooper- Military Standard HQ Rating Definition Harper Rating Level Quality Satisfactory (SAT) Full performance criteria met with routine pilot effort and attention. 1-3 1 SAT Adequate (ADQ) Adequate for continued safe flight and landing. Full or specified reduced performance met, but with heightened pilot effort and attention.

4-6 2 ACCEPT Controllable (CON) Inadequate for continued safe flight and landing, but controllable for return to a safe flight condition, a safe flight envelope, and/or allows a reconfiguration that provides HQ that are at least ADEQUATE.

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AC 25-7D Appendix E E.2.4 The HQRM should be used to evaluate airplane handling qualities while performing typical static and dynamic maneuvers. A sample list of such tasks is presented in figure E-2. Task performance criteria should be defined for each identified task. From a test execution perspective, test tasks with criteria are defined (which may include a failure state, region of the flight envelope, and/or atmospheric condition), the tasks are flown and ratings are determined (from the HQRM rating scale shown in table E-1) for each task as flown. If desired, the Cooper Harper Handling Qualities Rating Scale can be used along with table E-1 to determine HQRM ratings for a given task.

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Appendix E Figure E-2. Sample Tasks for Evaluating Airplane Handling Qualities

A. Trim and Unattended Operation Characteristics of the airplane to stay at or depart from an initial trim or unaccelerated condition.

 Dynamic and steady-state flight path response to pulse input (all 3 axes).

 Dynamic and steady-state flight path response to atmospheric disturbance.

 Spiral stability (e.g., release controls at 40 bank).

B. Large Amplitude Maneuvering Generally, these are open-loop maneuvers in which the pilot attempts a significant change in airplane path, speed, or attitude in order to evaluate safe airplane capability that are beyond those expected in normal operational service. Maneuvers may be initiated outside the Normal Flight Envelope and transition flight envelopes. Most of these maneuvers are representative of airworthiness stability and control tests.

Pitch/Longitudinal  Wind-up turn or symmetric pull-up/push-over.

 Slow-down turn at fixed g or on AOA or g-limiter.

 Stall or AOA-limiter approach.

 Push-pull off trim speed.

Roll  Rapid bank-to-bank roll.

Yaw  Sudden heading change.

 Constant heading sideslip.

Operational  Pitch/roll upset recover.

 Emergency descent.

 Climbing/diving turn.

 Takeoff/land windshear escape maneuver.

 Takeoff/land windshear escape maneuver—Go around/power or thrust application from low speed.

 Arrest of high sink rate, at touchdown or level-off altitude.

 Collision avoidance roll/pull.

 Takeoff and landing flare with underspeed or high crosswind.

C. Closed-Loop Precision Regulation of Flight Path Generally, these are tightly-bounded, pilot closed-loop tasks expected to be performed in routine commercial flight. These controlling tasks are almost exclusively within the Normal Flight Envelope, or not far outside the NFE boundary.

 ILS and precision touchdown, various atmospheric disturbance and initial offset.

 Formation flying (as simulator for maneuver tracking).

SPD/ALT/HDG tracking, in various atmospheric disturbance and cockpit display status, for:

 Takeoff.  Climb.

 Cruise.  Descent.

 Hold.

 Configuration changes/power or thrust changes.

 Transition between the aforementioned.

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