(b) Only one set of takeoff and landi ng gross weight limits may be established under part 36 for a specific airplane model (i.e., hardware build).
(2) Noise Limitations. Section 36.1(g) states that each airplane may not be identified as complying with the requirements of more than one noise stage level at a time. The operating limitations contained in the Limitations Section of the AFM should comply with the noise certification criteria for that stage. If the noise certification status of an airplane model is upgraded to a more stringent stage level, the AFM must either be revised or supplemented, whichever is appropriate, to include only information appropriate to the new stage level.
(a) Landing Flap Restriction. An opera ting limitation preventing the use of an approved landing flap setting to comply with noise requirements can only be established under the airworthiness requirements or as a voluntary design change. A statement must be added to the Limitations Section to preclude using that landing flap setting for normal operations.
Emergency procedures may, however, continue to use the restricted flap setting. A placard should be placed in the airplane, and appropriate other means installed (e.g., crushable guard on the restricted portion of the flap selection quadrant), to prevent using the restricted flap setting for normal operations.
(b) Reduced and Derated Takeoff Power or Thrust . In showing compliance with part 36, noise certification limitations are determined at the maximum all-engines-operating takeoff thrust or power. Reduced and derated power or thrust are not changes that would invalidate the noise certification status of the airplane, provided the full rated takeoff power or thrust remains approved for that airplane.
(3) Operating Limitations. The extremes of the operational variables, including any appropriate descriptions for which compliance with parts 25 and 36 has been shown and for which the AFM data have been approved, should be listed with respect to the following:
(a) Operations.
1 Maximum takeoff, landing, a nd zero fuel weight limits.
2 Minimum in-flight gross weight.
3 Minimum and maximum pressure alti tude for which operation is limited for each flight phase (takeoff, en route, and landing). Further altitude limitations caused by changes to structure, powerplant, equipment characteristics, or flight characteristics (e.g., due to failures) should be provided.
4 Ambient atmospheric temperature (maximum and minimum).
5 Minimum control speed. (This in formation may be located in the
5 Performance Section of the AFM with a reference in the Limitations Section as to its location.)
6 Maximum tailwind. The maximum allowable tailwind component for takeoff and landing should normally be limited to 10 knots. If airworthiness approval has been granted for takeoff and landing in tailwinds greater than 10 knots, the AFM should provide the limiting tailwind value, accompanied by a statement such as the following:
The capability of this airplane has been satisfactorily demonstrated for takeoff and manual landing with tailwinds up to ___knots. This finding does not constitute operational approval to conduct takeoffs or landings with tailwind components greater than 10 knots.
7 Maximum demonstrated crosswind.
(i) If the maximum demonstrated crosswind is considered to be limiting for either takeoff or landing, the crosswind limitation must be stated in the Limitations Section in accordance with §§ 25.1533(b) and 25.1583(h). If the crosswind value is considered to be limiting for one type of operation (e.g., autoland) but not for another, the crosswind limitation may also state the specific operations to which it applies.
(ii) If the maximum crosswind value demonstrated under § 25.237 is considered to be not limiting for both takeoff and landing operations, the demonstrated crosswind value may be presented in a section other than the Limitations Section.
8 Runway slope. Limitations and performance information should normally be restricted to runway gradients up to ±2 percent. Limitations for runway slopes greater than ±2 percent may be approved if the effects of the larger slopes are validated in a manner acceptable to the FAA. (See AC 25-7C for acceptable means of validating the effects of runway slopes greater than ±2 percent.)
9 Runway surface type (smooth and hard-surfaced, or any other type approved).
(4) Center-of-Gravity Limits.
(a) As required by § 25.1583(c), the we ight and center of gravity limitations established under §25.1519 must be furnished in the AFM. Indicate, by using tables or graphs, the center-of-gravity (c.g.) limits for taxi, takeoff and landing, zero fuel weight, and for any other practicably separable flight condition.
(b) As appropriate, provide data for a range of weights between the maximum taxi weight and the minimum in-flight weight. The data should include the appropriate gear position for the phase of flight, and gear effects on center-of-gravity should be built into the charts. Data
6 may be presented for gear-extended position only if there is proper accounting for the moment change due to gear retraction.
(c) The c.g. limits should be presen ted in terms of either the distance-from-a specified datum or as a percentage of the length of the mean aerodynamic chord (MAC). Either the location of the datum or the length and location of the MAC should be stated, as applicable.
If alternate forward c.g. limits have been approved, these limits should be presented and appropriately identified.
(d) Identify any curtailments applie d to the weight and center-of-gravity limits provided. Consider identifying non-normal airplane configurations (e.g., ferry flights, evaluation flights, operations conducted with inoperative equipment per minimum equipment list requirements, etc.) for which the provided weight and center-of-gravity envelope(s) do not apply.
(5) Fuel Limitations. A statement in accordance with § 25.1585(d) must be included.
Operating limitations due to fuel related considerations (e.g., lateral fuel imbalance, fuel management, fuel temperature, speed restrictions associated with minimum or ballast fuel requirements) and their effects on other limitations (e.g., boost pump(s) inoperative, fuel type) should also be provided.
(6) Powerplant Limitations.
(a) State all limitations necessary to en sure safe operation of engines, propellers, fuel systems, and powerplant accessories, including auxiliary powerplants (see §§ 25.1521,
25.1522, and 25.1583). If the use of reduced or derated takeoff power or thrust is requested, then any associated operating or performance limitations should be included in accordance with acceptable reduced and derated takeoff thrust procedures. Limitations related to the use of reverse power or thrust in flight or on the ground should be clearly identified. Any engine limitations associated with operations in adverse weather (heavy rain, hail, turbulence, lightning, etc.) should be specified.
(b) Because engine ice protection is critical to safety in icing conditions, a statement should be included in the Limitations Section that the engine ice protection must be on during all ground and flight operations when icing conditions exist or are anticipated. The following definition of icing conditions should also be included in the Limitations Section:
Icing Conditions - Icing conditions exist when outside air temperature (OAT) on the ground and for takeoff, or total air temperature (TAT) in flight, is 10 degrees C or below, and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, or ice crystals).
Icing conditions also exist when the OAT on the ground and for takeoff is 10 degrees C or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor probes.
(7) Airspeed and Mach Number Limitations . All airspeed limitations should be in terms (e.g., CAS, IAS) and units (e.g., knots, Mach) consistent with cockpit airspeed indications.
If airspeed or Mach number limitations vary with altitude or loading conditions, such variation should be shown. For the maneuvering speed limitation (see paragraph (b) below), the limitations statements that must accompany this speed may take into account any protection provided by the airplane design shown: (1) to be effective and (2) to function as intended in all foreseeable operating conditions to prevent pilot control inputs from causing structural failures.
It is also acceptable to identify the maneuvering speed established under § 25.1507 as VA in the AFM, even if this speed differs from the “design maneuvering speed” VA used to show compliance with § 25.335(c). In accordance with § 25.1583(a), limitations must be included for at least the following airspeeds:
(a) Maximum operating limit speed, V MO/MMO, together with a statement that this speed limit may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training. The last phrase (“unless a higher speed is authorized for flight test or pilot training”) may be omitted at the option of the applicant.
(b) Maneuvering speed (established under § 25.1507), together with statements, as applicable to the particular design, explaining that:
1 Full application of pitch, roll, and/or yaw controls should be confined to speeds below the maneuvering speed; and
2 Rapid and large alternati ng control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time should be avoided as they may result in structural failures at any speed, including below the maneuvering speed.
(c) Flap-extended speed, V FE, for each approved flap and high lift device position.
(d) Landing gear operating speed, V LO, together with a statement that this is the maximum speed at which it is safe to extend or retract the landing gear. If different speeds are established for extension and retraction, each speed should be listed and defined.
(e) Landing gear extended speed, V LE, together with a statement that this is the maximum speed at which the airplane can be safely flown with the landing gear extended and
8 locked.
(f) Any other limiting speeds for extendab le devices other than the landing gear should be included as applicable (e.g., spoilers, thrust reversers, landing lights, ram air turbines (RAT), windows that may be opened in flight, etc.).
(8) Maneuvering Load Factor Limitations. The positive and negative flight maneuvering limit load factors (expressed in terms of “g’s”) for which the structure is approved should be provided, including any variation with the position of the high lift devices.
(9) Kinds of Operations. This subsectio n should contain a statement similar to the following:
This airplane is certificated in the transport category and is eligible for the following kinds of operations when the appropriate instruments and equipment required by the airworthiness and operating requirements are installed and approved and are in operable condition.
The approval status of the following should be stated:
(a) Operation in atmospheric icing conditions.
(b) Extended over-water operation.
(c) Extended range operation w ith two-engine airplanes (ETOPS).
(d) Day and night operations under visual flight rules (VFR).
(e) Operations under inst rument flight rules (IFR).
(f) Backing the airplane with reverse power or thrust.
(g) Category I, II, or III operations.
(10) Minimum Flightcrew. The minimum nu mber of flightcrew approved to operate the airplane should be stated.
(11) Systems and Equipment Limita tions. In accordance with §§ 25.1501 and
25.1581(a)(2), all limitations applicable to systems and equipment installations considered necessary for safe operation must be included. Examples of systems and equipment installations for which limitations may be appropriate include electrical, hydraulic, pneumatic, cabin pressurization, air conditioning, airframe fire protection, airframe ice protection, auto braking systems, autopilot, autothrottle, flight director, yaw damper, anti-skid devices, and performance
9 or flight management systems (including software identifier if displayable).
(12) Miscellaneous Limitations. This item should include any information not specified under the preceding headings but necessary, as a limitation, to ensure safe operation of the airplane.
c. Operating Procedures Section. In accordance with § 25.1585(a)(1), the operating procedures section of the AFM must contain the essential information, peculiar to the particular airplane type or model, that is needed for safe operation under normal and other than normal conditions. As stated in § 25.1585(b), procedures not directly related to airworthiness, not under control of the flightcrew, or considered to be basic airmanship, must not be included in the AFM.
A notation similar to the following should be placed at the beginning of the Operating Procedures Section:
“The operating procedures contained in this manual have been developed and recommended by the manufacturer and approved by the FAA for use in operating this airplane. These procedures are provided as guidance and should not be construed as prohibiting the operator from developing equivalent procedures in accordance with the applicable operating rules.”
(1) Procedures Categories. Informa tion should be presented for normal and nonnormal/emergency procedures and be distinctly separated. The non-normal/emergency procedures may either be placed in one section or in separate non-normal and emergency procedures sections of the AFM. In either case, procedural tasks that are considered recall or immediate action items to be accomplished from memory should be clearly identified.
(2) Format. Procedures should be presente d in either a narrative or a checklist format, depending upon the intended use of the AFM.
(a) Narrative. This format is accepta ble if sources of procedures information other than the AFM are intended for flightcrew use (e.g., a Flightcrew Operating Manual (FCOM)). Procedures presented in this format should be drafted in a manner from which the needed sequence can be easily established.
(b) Checklist. This format should be used if the AFM is intended to be used directly by the flightcrew for operating procedures.
(3) Procedures Development. Prior to initial type certification, it is essential to verify that the proposed procedures are technically valid and operationally practicable. It is recognized that such procedures may have had only limited operational exposure at the time of certification and may need to be revised based on service experience.
(4) Procedures Content. The content and level of detail for the normal and non-normal
10 procedures provided in the AFM should be based on the intended use of the AFM. More information and detail should be provided in AFMs that are intended to be the flightcrew’s primary source of operating procedures information than for AFMs that are not intended to be used directly by the flightcrew.
(a) General. Classifying an operati ng procedure as normal or non-normal should reflect whether the airplane’s systems are operating normally. Procedures associated with failed or inoperative systems should be considered non-normal. Procedures associated with glideslope deviation, ground proximity warning, all-engines-operating go-around, turbulent air penetration, windshear alerts, traffic advisories or resolution alerts from the traffic alerting and collision avoidance system, etc., which do not occur routinely, should be placed in the normal procedures subsection, provided the airplane’s systems are operating normally.
(b) Other Sources of Procedures Inform ation. The flightcrew of large transport category airplanes typically use sources of operating procedures information other than the AFM. Examples of other sources of operating procedures information include manufacturer- or operator-produced operating manuals, Quick Reference Handbooks (QRH’s), System Pilot’s Guides, and Emergency or Abnormal Checklists. For these airplanes, items such as cockpit checklists, systems descriptions, and the associated normal procedures should not be presented in the AFM if they are provided in other documents acceptable to the FAA. Normal procedures that are necessary for safe operation should be presented in the AFM, but the remaining normal procedures should be placed in the manufacturer-produced FCOM (or other acceptable source of operating procedures information). The non-normal procedures section of the AFM for these types of airplanes should include, as a minimum, procedures dictated by the airplane’s systems and failure modes, and may also include those emergency procedures listed in paragraph 2c(5) of this AC.
1 The system description and procedur es provided in the AFM should be limited to that which is uniquely related to airplane safety or airworthiness. The AFM should include a brief general description of the system and its intended use. The limitations section of the AFM should reference the operating manual in which the detailed system description and procedures can be found. This reference should include the document title, the document or part number, and the date of issue, and may allow the use of later appropriate revisions. An example wording would be: “The [Manufacturer Unit Model] System Pilot's Guide, P/N XXXX, dated XXXX (or later appropriate revision) must be immediately available to the flightcrew whenever XXXX [e.g., navigation] is predicated on the use of the system. The software version [if applicable] stated in the Pilot's Guide must match that displayed on the equipment.”
2 Information that restricts or define s the operation of a particular system
(e.g., authorizing or prohibiting specific types of approaches) should be located in the limitations
section of the AFM. Emergency or abnormal procedures should be located in the appropriate procedures section(s) of the AFM.
3 Detailed system descriptions and normal procedures that represent one means, but not the only means, of operation should be located in appropriate operating manuals with a reference placed in the procedures section of the AFM. This reference should include the document title, the document or part number, and the date of issue. The reference may also allow the use of later appropriate revisions of that document. An example wording would be:
“Normal operating procedures are contained in the [Manufacturer Unit Model] System Pilot's Guide, P/N XXXX, dated XXXX (or later appropriate revision).”
(c) AFM Used Directly. For those manufacturers and ope rators that do not produce other sources of procedures information (generally manufacturers and operators of small transports), the AFM is the only source of this information. In this circumstance, the AFM operating procedures information should be comprehensive and include information such as cockpit checklists, systems descriptions, and associated procedures.
(5) Emergency Procedures. The emergenc y procedures can be included either in a dedicated section of the AFM or in the non-normal procedures section. In either case, this section should include the procedures for handling any situation that is in a category similar to the following:
(a) Engine failure with severe damage or separation.
(b) Multiple engine failure.
(c) Fire in flight.
(d) Smoke control. At least the follo wing should be clearly stated in the AFM:
After conducting the fire or smoke proce dures, land at the nearest suitable airport, unless it is visually verified that the fire has been extinguished.
(e) Rapid decompression.
(f) Emergency descent.
(g) Uncommanded reverser deployment in flight.
(h) Crash landing or ditching.
(i) Emergency evacuation.
d. Performance Section. This section of the AFM contains the performance limitations and other data required by parts 25 and 36, and any special conditions that may apply. Additional information may be provided to assist the operator in complying with the operating rules or for implementing unique operational needs. The performance information should cover the operating range of weights, altitudes, temperatures, winds, airplane configurations, power or thrust ratings, and any other operational variables stated as operational performance limitations for the airplane. If presenting additional performance information for operation at a specific altitude, these performance data should cover a pressure altitude span of at least the specific altitude 1,000 feet to allow an operator to adequately account for pressure altitude variations. It is recommended that such data be included as a separate section or appendix to the AFM.
(1) General. Include all descriptive info rmation necessary to identify the configuration and conditions for which the performance data are applicable. Such information should include the type or model designations of the airplane and its engines, the approved flap settings, a brief description of airplane systems and equipment that affect performance (e.g., anti-skid, automatic spoilers, etc.), and a statement indicating whether such systems and equipment are operative or inoperative. This section should also include definitions of terms used in the Performance Section (e.g., IAS, CAS, ISA, configuration, net flight path, icing conditions, etc.), plus calibration data for airspeed (flight and ground), Mach number, altimeter, air temperature, and other pertinent information. The airspeed, altitude, and air temperature calibration data should be presented for the following ranges:
(a) Takeoff configurations:
1 Ground run, 0.8 V 1MIN to V2MAX
2 Inflight, V 2MIN to VFE
(b) Approach and landing configurations:
1 Approach, 1.1 V SR1 to VFE
2 Landing, 1.23 V SRO to VFE
(c) En route configuration:
1 Airspeed and Altimeter: For the ta keoff/takeoff path altitude range, VFTO to VMO/MMO.
2 Airspeed and Altimeter: For higher altitudes, from V FTO or the speed for
0.2 g margin to buffet onset, whichever is lower, to VMO/MMO.
13 3 Mach Number: From the lowest useful Mach number (generally in the range of 0.4 to 0.5) to MMO.
4 Total or Static Air Temperature: For Mach numbers corresponding to the speed ranges noted in paragraphs 2d(1)(c)1and 2d(1)(c)2 of this AC.
(2) Performance Procedures. The procedur es, techniques, and other conditions used to compute the AFM performance data should be included.
(3) Power or Thrust Setting. Power or th rust settings should be provided for at least takeoff, maximum continuous, and go-around power or thrust, along with the power or thrust setting procedures necessary to obtain the performance shown in the AFM. These data should be shown for each applicable power or thrust setting parameter. If backing the airplane by reverse power or thrust is proposed, power or thrust setting limits should be established considering contaminated runway, foreign object damage potential, environmental control system impact, airplane weight and c.g., cockpit visibility, effect of braking, etc.
(4) Minimum Control Speeds. Minimum c ontrol speed data may be located in the Performance Section with a reference in the Limitations Section as to its location.
(5) Stall Speeds. The stall speeds established in showing compliance with certification requirements should be presented, together with associated conditions. Data should be presented in terms of calibrated airspeed.
(6) Takeoff Speeds. In accordance with § 25.1587(b), the takeoff speeds, V 1, VR, and V2, must be presented in the AFM, together with the associated conditions. These speeds should be presented in units consistent with cockpit instrument indications. V1 and VR speeds should be based upon ground effect calibration data, while V2 speeds should be based upon free air calibration data. The takeoff speeds associated with the minimum control speeds and the maximum energy absorption capability of the brakes should be included. At the option of the applicant, the AFM may also include the V1 speeds associated with unbalanced field lengths.
(a) At all conditions and airplane conf igurations represented in the AFM (i.e., at all altitudes, temperatures, weights, winds, runway slopes, flap settings, etc.), the accuracy of the V1 speed should either: 1) be within 1.5 knots of the V1 speed used to calculate the takeoff and accelerate-stop distances, or 2) not cause an increase to these distances of more than the greater of 100 feet or the incremental increase resulting from a 1.5 knot variation in V1 speed.
(b) The effects of airspeed lag in cockpit airspeed indications should be adequately addressed in the AFM speeds and distances. See paragraph 177a(1)(f) of AC 25-7C, “Flight Test Guide for Certification of Transport Category Airplanes” for further information on airspeed lag.
(7) Takeoff and Accelerate-Stop Distan ces. In accordance with §§ 25.1533(a)(3),
25.1583(h), and 25.1587(b), takeoff and accelerate-stop distances complying with §§ 25.101,
25.105, 25.109 and 25.113 must be provided. At the option of the applicant, and with concurrence by the FAA, additional data may be provided for operations on other than smooth hard-surfaced runways.
(a) Grooved and porous friction co urse (PFC) wet runway accelerate-stop distances may also be presented in the AFM, but approval to use these distances is limited to runways that have been designed, constructed, and maintained in a manner acceptable to the FAA Administrator. The page(s) in the AFM containing the wet runway accelerate-stop distances for grooved and PFC runways should contain a note equivalent to the following:
“These accelerate-stop distances apply only to runways that are grooved or treated with a porous friction course (PFC) overlay that the operator has determined have been designed, constructed, and maintained in a manner acceptable to the FAA Administrator.” Information should also be included describing the method and assumptions used in generating both the smooth and grooved/PFC wet runway information and generally describing the effect of operational variables on wet runway stopping performance (e.g., tire tread depth, runway surface texture, water depth, brakes-on speed).
(b) Sections 25.109(b) and 25.113(b) require the accelerate-stop and takeoff distances, respectively, on a wet runway (at the wet runway V1 speed and with the wet runway braking coefficient) to be at least as long as the corresponding distances on a dry runway (using the dry runway V1 speed and braking coefficient). These requirements are intended to ensure that the maximum takeoff weight of an airplane for a wet runway is not greater than the maximum takeoff weight for that airplane if the runway was dry, all other airplane configuration and atmospheric conditions being identical. To meet the intent of these requirements, either the wet runway distances furnished in the AFM must be at least as long as the corresponding dry runway distances, or the following procedure can be furnished in the AFM to determine the field length-limited takeoff weight and required takeoff field length when the runway surface is wet:
Step 1: Conduct the takeoff performance analysis to determine the maximum takeoff weight assuming the runway is dry;
Step 2: Repeat the takeoff performance analysis of step 1 assuming the runway is wet and using the appropriate wet runway V1 speed;
Step 3: For the lowest takeoff weight determined in steps 1 and 2, determine and compare the accelerate-stop and takeoff distances applicable to a dry runway based on the dry runway V1 speed and a wet runway based on the wet runway V1 speed.
Step 4: Use the longer of the accelerate-stop and takeoff distances determined in step 3 to determine the maximum allowable runway length limited takeoff weight.
15 Step 5: Regardless of which condition is limiting the weight (wet or dry), use wet runway takeoff speeds for the weight determined in step 3.
(8) Climb Limited Takeoff Weight. The climb limited takeoff weight, which is the most limiting weight showing compliance with § 25.121(a), (b), and (c), must be provided as required by §§ 25.1533(a)(1) and 25.1583(h).
(9) Miscellaneous Takeoff We ight Limits. Takeoff weight limits should be shown for any equipment or characteristic of the airplane that imposes an additional takeoff weight restriction (e.g., maximum tire speed, maximum brake energy, fuel jettison considerations, inoperative system(s), etc.).
(10) Takeoff Climb Performance. For the prescribed takeoff climb airplane configurations, the climb gradients must be presented, together with associated conditions, per § 25.1587(b). The scheduled climb speed(s) should be included.
(11) Takeoff Flight Path Data. Takeo ff flight paths, or performance information necessary to construct such paths, together with the associated conditions (e.g., procedures, power or thrust setting, and speeds), should be presented for each approved takeoff configuration throughout the approved takeoff operating envelope. The presentation should include all flight path segments existing between the end of the takeoff distance and the end of the takeoff path, as defined in § 25.111(a). Also, provide instructions for how to use the takeoff flight path data to do a takeoff path analysis, including configuration/speed/thrust or power changes, accounting for wind, and explanations of the boundaries within which each set of data applies. For example, if, for a particular portion of the takeoff flight path, such as the second segment, the data (or use of it) is restricted to a particular altitude range, identify that altitude range and explain why the data may only be used within that altitude range. The takeoff flight path data must be based upon net performance, as prescribed in § 25.115(b) and (c).
(a) Although § 25.111(a) permits the takeoff path to be terminated as low as 1,500 feet above the takeoff surface, it is recommended that the flight path data, or associated AFM methodology, be presented so that the net flight path can be determined to 3,000 ft. above the takeoff surface. This will permit obstacle clearance analysis for distant obstacles of considerable elevation that may be encountered in operations from mountain airports.
(b) The § 25.115(b) net takeoff flight path data, required to be included in the AFM by § 25.1587(b), need not extend to the altitude specified in § 25.111(a). It may be terminated at a height, generally called “net height,” that is directly related to the actual airplane height specified in § 25.111(a). The “net height” is calculated using the actual airplane takeoff climb performance, to the point where the altitude requirements of § 25.111(a) are met, reduced by the climb gradient decrements specified in § 25.115(b).
(c) The height of the level flight acceleration segment should be presented in terms