Appendix D D-51 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
Appendix D D-52 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 greater 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 greater 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).)
Appendix D D-53
(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 fail 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 flight crew, and all other precautions are taken to ensure a safe procedure.
(v) The alternate airport shall be specified 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 fail 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.
Appendix D D-54
(3) Fuel jettisoning shall be permitted if the Administrator finds that the operator has an adequate training program, proper instructions are given to the flight crew, 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).)
Appendix D D-55
(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 greater 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 greater than the length of the runway.
(d) No airplane shall be operated outside the 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.)
Appendix E E-1 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.
Appendix E E-2 Figure E-1. Overall HQRM Process
HANDLING QUALITIES REQUIREMENTS
OBJECTIVES AND APPLICABILITY Xa
ATMOSPHERIC
DISTURBANCE Xc
FAILURE
CONDITIONS Xe FLIGHT
ENVELOPES Xc * Xa * Xe
COMBINATION
METHODOLOGY
PILOT TASKS
HQ RATING
CATEGORIES
FIND COMPLIANCE
PROBABILITY
RELATIONSHIPS
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- Harper Rating Military Standard HQ Rating Definition 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.
7-8 3 CON
Appendix E E-3 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.
Appendix E E-4 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.
Appendix E E-5 E.2.5 Figure E-3 provides guidance for determining the probability of occurrence associated with being in a particular portion of the flight envelope (Xe), in a particular atmospheric disturbance level (Xa), and with a particular flight control failure state (Xc). It also describes how the flight envelope probability (Xe) should be modified for interrelationships with the atmospheric condition.
Figure E-3. Probability of Occurrence Guidelines A. Flight Envelope (Xe) Probability of occurrence (at flight envelope boundary) Normal Flight Envelope Generally associated with routine operational and/or prescribed conditions, either all engines operating or one engine inoperative.
100 Operational Flight Envelope Generally associated with warning onset; outside the normal flight envelope.
10-3 Limit Flight Envelope Generally associated with airplane design limits or EFCS protection limits.
10-5 Refer to this figure and figures E-4 and E-5 for more detail on determining which flight envelope is applicable.
It may be necessary to consider several of the pertinent flight parameters together to determine which flight envelope a given flight condition is in. For the more influential flight parameters, such as angleof-attack (AOA), speed, and load factor normal to the flight path (Nz), the choice of which flight envelope a condition is in may be determined by as few as one of the parameter values. Since the flight envelopes cover ranges of parameters (e.g., for Flaps UP, Nz in the LFE can be from 1.6 to 2.5), the above target probabilities for OFE and LFE might vary slightly depending on the expected airplane behavior and the assigned task.
Appendix E E-6 Figure E-3. Probability of Occurrence Guidelines (continued) B. Atmospheric Disturbance Level Probability of occurrence (at flight envelope boundary) Light: Turbulence that momentarily causes slight, erratic changes in altitude and/ or attitude (pitch, roll, yaw). Crosswinds up to 10 knots.
100 Moderate: Turbulence that is similar to light turbulence, but of greater intensity. Changes in altitude and/or attitude occur. Usually causes variations in indicated airspeed. Crosswinds up to 25 knots.
10-3 Severe: Turbulence that causes large, abrupt deviations in altitude and/or attitude. Usually causes large variations in indicated airspeeds.
Crosswinds substantially in excess of the minimum required crosswind to be demonstrated safe for takeoff and landing.
10-5 C. Flight Control System Failure State Probability of occurrence (at flight envelope boundary) Normal Operation:
100 Probable Failures:
100 - 10-5 Improbable Failures:
10-5 - 10-9 D. Modifying the Flight Envelope Probability for Interrelationships with Atmospheric Conditions The above probability of occurrence values apply when considered separately. When obvious interrelationships exist due to the design or the intended or expected operation of the airplane, the way to address this within HQRM is to modify the flight envelope probability value. For example, a severe windshear event may result in a flight envelope probability of 100, not 10-3 or 10-5 as shown above for the OFE or LFE, since the operational procedure for escape would be to pull toward the AOA limit in windshear. Similarly, an airplane may experience overspeed, from VMO cruise, into the OFE due to a gust, in which case the modified flight envelope probability would be 100, not 10-3. This probability adjustment concept would also apply to EFCS failure cases where, for example, loss of warnings or exposure to reduced airplane stability might contribute to excursions outside the normal flight envelope (NFE) or OFE, in which case the flight envelope probability should be appropriately increased.
Appendix E E-7 E.2.6 Three different flight envelopes (or portions of the airplane’s flight envelope), called the normal, operational, and limit flight envelopes have been defined as a function of various flight parameters. These flight envelopes are shown for flaps up and flaps down configurations in figures E-4 and E-5, respectively.
Figure E-4. Flaps UP Flight Envelopes Normal Flight Envelope Operational Flight Envelope Limit Flight Envelope NFE LFE OFE V
DET
* or or -150
* *
0.8
0.0
- 1.0 or IB V ENG INOP
or
or
1.6
1.3 LIM LIM
LIM DYN
LIM
LIM DYN
2.5 LIM
LIM
or
V
MMO
ALTITUDE AOA ROLL BETA BUFFET V PITCH V PITCH a a a VMO MFC VFC a sw CLMAX
CLMAX LIM STDY LIM STDY VSW j or ±670 ±500 ±400 VFTO ±400 V
1.3VS LOWEST SELECT NFE NFE OFE LFE +300 MD VD NZ NZ LIM or *Rudder appropriate to task/operation/ or rudder lock evaluation