16 of pressure altitude increment above the takeoff surface. This information should allow the pressure altitude “increment” (hp) to be determined for off-standard ambient temperatures so that the geometric height required for obstacle clearance can readily be determined. For example:
Given :
o Takeoff surface pressure altitude (hp) = 2,000 ft.
o Airport std. temp. abs. (T S) = 11º C+273.2º = 284.2 K o Airport ambient temp. abs. (T AM) = -20º C+273.2º = 253.2 K o Geometric height required ( h) = 1,700 ft. above the takeoff surface
Find:
o Pressure altitude increment ( hp) above the takeoff surface hp = h(TS/TAM) = 1,700 ft. (284.2º K/253.2 K) hp = 1,908 ft.
(d) With turns in the net takeoff flight path, obstacle clearance determination requires consideration of both radius of turn and climb gradient decrement. Radius of turn, for use in obstacle lateral separation, is not airplane dependent and can easily be calculated from speed and bank angle. Climb gradient decrements, however, are airplane dependent. Climb gradient decrements for bank angles up to at least 15 degrees should be provided in the AFM.
Consider providing coverage of higher bank angles as appropriate to the expected operation of the airplane.
(12) En Route Flight Path Data. The net flight path gradient data prescribed in § 25.123 must be presented, together with the associated conditions (e.g., procedures and speeds), per § 25.1587(b). Data must be presented for both one- and two-engines-inoperative cases, as applicable, throughout the approved operating altitude and temperature envelope. Credit for fuel dumping, if available and included in the flightcrew procedures, may be used to achieve the performance capability presented in the AFM. A conservative analysis should be used in taking into account the ambient conditions of temperature and wind existing along the flight path. All performance should be based on the net flight path and with maximum continuous power or thrust on the operating engine(s).
(13) Climb Limited Landing Weight. The climb limited landing weight, which is the most limiting weight showing compliance with §§ 25.119 and 25.121(d), should be provided.
(14) Miscellaneous Landing Weight Lim its. Landing weight limits for any equipment or characteristic of the airplane configuration that imposes an additional landing weight restriction should be shown.
(15) Approach Climb Performance. For the approach climb configuration(s), the climb gradients (§ 25.121(d)) and weights up to maximum takeoff weight (§ 25.1587(b)(3)) should be presented, together with associated conditions (e.g., procedures, power or thrust setting, and speeds). The effects of ice accretion on unprotected portions of the airframe, and the effects of engine and wing ice protection systems should be provided.
(16) Landing Climb Performance. Data for the landing climb configuration(s) should be presented in a manner similar to that described for the approach configuration above.
(17) Landing Approach Speeds. The sc heduled speeds associated with the approved landing distances and operational landing runway lengths (see paragraph 2d(18) of this AC) should be presented, together with associated conditions. The airplane’s approach category, as defined in § 97.3, may also be listed.
(18) Landing Distance. In accordance with § 25.1587(b), the landing distance from a height of 50 feet must be presented either directly or with the factors required by the operating regulations, together with associated conditions and weights up to the maximum takeoff weight.
For all landplanes, landing distance data must be presented for level, smooth, dry, hard-surfaced runways for standard day temperatures. At the option of the applicant, and with concurrence by the FAA, additional data may be presented for other temperatures and runway slopes within the operational limits of the airplane, or for operations on other than smooth hard-surfaced runways.
For Category III operations, additional landing performance data may be required.
(19) Performance Limits and Information Variation with Center-of-Gravity. If performance information (e.g., buffet boundary) is not presented for the most critical c.g.
condition, the AFM should present the effect of variation with c.g.
(20) Noise Data. The noise levels achieved during type certification in accordance with the provisions of part 36 should be presented, together with associated conditions and with the note prescribed in § 36.1581(c). The noise levels achieved during type certification should be included in the AFM and consist of only one takeoff, one sideline, and one approach noise level for each airplane model (i.e., hardware build). The noise certification stage level should accompany the noise level information to indicate the compliance status. Supplementary information (labeled as such) may be added to the AFM concerning noise levels for other configurations or conditions.
(21) Miscellaneous Performance Data. Any performance information or data not covered in the previous items that are required for safe operation because of unusual design features or operating or handling characteristics should be furnished. For example, the maximum quick turnaround weight should be provided.
e. Loading Instructions. Section 25.1583 requires instructions necessary to ensure loading of the airplane within the established limits of weight and center-of-gravity, and to maintain the loading within such limits in flight to be presented either in the AFM or included in a separate
18 weight and balance document referenced in the AFM Limitations Section. If applicable, the loading instructions should refer to the flight procedures that consider the change to the airplane’s center of gravity as fuel is consumed.
(1) Loading Instructions Presented in a Sepa rate Document. If the loading instructions are presented in a separate document, the AFM Limitations Section should contain at least the following:
(a) Maximum taxi gross weight limits.
(b) Maximum takeoff gross weight limits.
(c) Maximum landing gross weight limits.
(d) Maximum zero fuel weight limits.
(e) Minimum in-flight gross weight.
(f) Center-of-gravity limits.
(g) Information required to maintain the airplane with in the above limits.
(2) Weight and Balance Data. Document ation of the weight and balance material outlined below is normally adequate for airplanes with conventional loading and fuel management techniques. For airplanes that require fuel to be redistributed (other than through normal consumption) to maintain loading within prescribed limits, the loading instructions should be expanded as necessary.
(a) Weight Limits. A list and identi fication of all weight limitations should be included.
(b) Center-of-Gravity Limits. The approved center-of-gravity range, or ranges, should be presented with due accounting for airplane configuration (i.e., landing gear position, passenger loading, cargo distribution, etc.) such that loading limits can be maintained.
(c) Dimensions, Datum, and MAC. The dimensions and relative location of airplane features associated with weighing and loading of the airplane and with weight and balance computations should be described or illustrated.
(d) Configuration Checklist or Equipmen t List. The airplane should be defined or described sufficiently to identify the presence or absence of optional systems, features, or installations that are not readily apparent. In addition, all other items of fixed or removable equipment included in the empty weight should be listed.
(e) Fuel and Other Liquids. All fuel and other liquids, including passenger service liquids, that are included in the empty weight should be identified and listed, together with the information necessary to enable ready duplication of the particular condition.
(f) Weighing Computations. Comput ation of the empty weight and the empty weight c.g. location should be included.
(g) Loading Schedule. The loading schedule should be included, if appropriate.
(h) Loading Instructions. Complete in structions relative to the loading procedure or to the use of the loading schedule should be included.
(i) Compartment and floor load limits should be included.
3. Configuration deviation list (CDL). Operating the airplane without certain secondary airframe and engine parts is allowed through the use of an approved CDL. The CDL should be included in the AFM as a separate appendix. The CDL should be prepared in accordance with the guidance provided in Advisory Circular 25-7, “Flight Test Guide for Certification of Transport Category Airplanes.”
4. Specification and submittal of AFMs, revisions, appendices, and supplements. The format and contents of the AFM, revision, appendix, or supplement should be proposed by the applicant and accepted by the FAA well before submittal of AFM material. The time required for FAA review and approval, and the manner in which AFM material and supporting documentation (e.g., flight test results) will be submitted, should also be established well in advance of the actual submittal. Large submittals may be broken down into smaller packages of related material and submitted to the FAA as it becomes available.
5. Approval of AFMs, revisions, appendices, and supplements.
a. FAA Approval of an AFM Developed by a U.S. Manufacturer. AFMs, revisions, appendices, and supplements are to be approved by the manager of the appropriate Aircraft Certification Office (ACO) or his designated representative. As necessary, or at the request of the applicant, the ACO manager will convene a Flight Manual Review Board (FMRB) to determine whether the limitations, procedures, and performance information contained in the AFM provide for safe operation and are compatible with the airplane type design and certification basis. The Flight Test Branch (or equivalent) of the appropriate ACO is responsible for FAA coordination of AFM material, including coordination with the designated operations specialist or Aircraft Evaluation Group (AEG) personnel. Although the AEG participates in the review process, FAA approval of the AFM does not constitute approval for use in operations under part 121, 125, or 135.
b. Foreign Civil Airworthiness Authority (FCAA) Approval of an AFM Developed by a U.S. Manufacturer.
(1) AFMs developed by a U.S. manufactur er for FCAA certification may be approved by the FAA in one of three ways, depending upon the formal agreements made between the FAA and the FCAA.
(a) Type I Approvals. In this case, the regulatory standard of the FCAA is 14 CFR part 25, with possibly some unique FCAA requirements of minor significance, and the FCAA has delegated approval authority to the FAA. The AFM is coordinated as described in paragraph 5a of this AC. The FAA assumes technical responsibility and approval is granted without consulting the FCAA, except in cases outside of formal agreements. Approval statements contained in the AFM should indicate that the AFM is “FAA Approved.” No reference to the FCAA is necessary.
(b) Type II Approvals. In this case, the regulatory standard of the FCAA is mostly 14 CFR part 25 with a limited number of FCAA requirements of major significance. An example of such a regulatory standard is the Joint Aviation Requirements (JAR). The AFM approval process is coordinated as described in paragraph 5a of this AC. Depending on the agreement with the FCAA, the FAA may assume technical responsibility for the AFM. The AFM should contain a preamble or introduction listing the unique, non-FAA requirements, and stating that the AFM satisfies the regulatory requirements of the FCAA, and that the AFM is approved by the FAA on behalf of the FCAA. For the first issue of the AFM, written concurrence is required from the FCAA that FAA approval may be granted. Depending upon the written agreement made between the FAA and FCAA, subsequent revisions may not require written authorization from the FCAA for the FAA to grant approval.
(c) Type III Approvals. In this case, the regulatory standard of the FCAA is extensively different from 14 CFR part 25. The FAA assumes limited technical responsibility for approving the AFM, in accordance with the written agreement between the FAA and FCAA.
(d) The AFM is not subject to the ap proval coordination process described in paragraph 5a of this AC. The AFM should contain a preamble or introduction stating that the AFM satisfies the regulatory requirements of the FCAA, and that the AFM is signed by the FAA on behalf of the FCAA. Written authorization should be obtained from the FCAA prior to FAA signature for the first issue and all subsequent revisions. The FCAA may choose to retain signature authority, whereupon the FAA will not be involved in any phase of the approval process. However, if the FCAA approved material is an appendix or supplement to an FAA approved basic AFM, the FCAA approved material may still be acknowledged on the basic AFM log of pages.
(e) Additionally, for Type II and III approvals, the FCAA may specify changes or inclusion of certain amendments. The FAA would then ensure that these changes were made,
21 and would assume the responsibility only for assuring that they meet the specified FCAA requirements. If the FAA has knowledge of an unsafe condition resulting from the proposed limitations, procedures, or performance, the FAA will neither approve nor sign the AFM, and will notify the FCAA of the condition requiring further attention.
(2) When there is no formal agreement between authorities, the FCAA should assume AFM approval duties. In this case, the FAA could, if requested by the FCAA, oversee the administrative approval of the AFM, similar to a Type III approval, when notified by the FCAA that the AFM meets their requirements. Technical review of the AFM contents would be the
responsibility of the FCAA, and a special preface page should explain the nature of the aforementioned approval and signature action.
c. FAA Approval of an AFM Developed by a Foreign Manufacturer.
(1) When an application is made for FA A certification of an airplane manufactured by a foreign country, the AFM that has been prepared will be assessed by the FAA certification team in accordance with the certification procedures for import, and notification will be made of any changes required to comply with the requirements of the FAA.
(2) The approval process will be consistent with the methods described in paragraph 5b of this AC.
d. Approval of Minor AFM Revisions by Designated Engineering Representatives (DE Rs).
The approval of certain minor AFM revisions may be delegated to authorized Flight Analyst DERs. It is the responsibility of the ACO Flight Test Branch manager (or equivalent) to evaluate the capability, delegate the authority, and monitor the approval activities of the airplane manufacturer and authorized designees. The following guidelines specify the additional DER qualifications, the review process for the DER and the airplane manufacturer to follow, and the types of revisions that are eligible for DER approval:
(1) Additional DER Qualifications. In a ddition to being a Flight Analyst DER, the nominee should possess the following characteristics:
(a) Be an employee of a transport airplane manufacturer.
(b) Have sound general knowledge of the type certification process.
(c) Be familiar with the historical background of the airplane manufacturer’s AFMs.
(d) Have administrative ability.
(e) Have the authority to c oordinate the DER review process.
(2) DER/Airplane Manufacturer Review Pr ocess. The airplane manufacturer should institute a structured review process to ensure the integrity of DER-approved AFM revisions.
The manufacturer’s coordination records should be made available to the FAA to audit the process. The following procedures are recommended:
(a) Identify whether the AFM revision is eligible for DER approval (see paragraph 5d(3) of this AC).
(b) Research and draft the revised material.
(c) Select the appropriate engineering disciplines/organizations within the company
(e.g., aerodynamics, propulsion, etc.) for review.
(d) Conduct an initial review and make appropriate changes to the proposed AFM revision.
(e) Coordinate the final engi neering and airworthiness approval.
(f) Have the authorized DER sign th e AFM above the signature block. Clearly identify the signer as a DER rather than the ACO manager or Flight Test Branch manager.
(g) Send an advance copy of the a pproved AFM revision to the ACO, along with appropriate documentation identifying the coordination elements.
(h) Have the authorized DER sign th e 8110-3 form and submit it to the ACO.
(i) Send final copies of the AFM revision to the ACO.
(3) Material Eligible for DER Approval. The following types of AFM revisions are eligible for approval by authorized Flight Analyst DERs:
(a) The addition of airplane serial numbers to an existing AFM for which the airplane configuration, relative to the AFM, is identical to airplanes already covered by that AFM.
(b) Changes to weight limitations th at are within all previously FAA-approved limitations (e.g., structural, noise, etc.).
(c) The addition of compatible a nd previously FAA-approved AFM appendices.
(d) Conversions of previously FAA-a pproved combinations of units of measure added to an AFM in a previously FAA-approved manner.
(e) Minor editorial changes and corrections.
(f) The addition of previously FAA-approved optional equipment for the same airplane model with similar operability and compatibility characteristics, provided no additional compatibility testing is required.
(g) Revisions for which an FCAA has granted FAA/DER approval authority through specific FAA/FCAA agreements and procedural practices.
(h) The incorporation of informati on from an Airworthiness Directive into subsequent AFMs after the first such revision is approved by the ACO.
(4) Material Ineligible for DER Approva l. New information of any kind, or any information not previously approved by the FAA, including limitations, operating procedures, and performance, are ineligible for DER approval. Other types of AFM revisions ineligible for DER approval include:
(a) Any information that requi res certification flight tests.
(b) Any revision for which approval or si gnature authority is contrary to existing FAA/FCAA agreements or procedural practices.
(c) Revisions associated with c oncurrent type certification activity.
(d) Changing units of measure to be incompatible with airplane indication systems
(e.g., fuel quantity/flow gauges).
(e) Any revision not clearl y identified in paragraph 5d(3) of this AC as eligible for DER approval.
Appendix 1
A1-1 Appendix 1
Computerized Airplane Flight Manual
1. Purpose. This appendix presents guidelines for obtaining approval of a computerized version of an AFM that would replace or supplement parts of the conventional paper AFM.
These guidelines also apply to computerized AFM appendices and supplements. The criteria provided in the main body of this Advisory Circular (AC) remain applicable except where modified by this appendix. These guidelines do not cover:
a. Systems used on board the airplane during flight.
b. Systems that provide direct input to other airplane systems or equipment.
c. Supplementary software or software func tions used to prepare documentation suitable for use in the operation of the airplane under the applicable operating rules (e.g., airport analysis software).
2. Applicability. This appendix applies to airplanes eligible to be certificated under part 25.
The guidelines contained herein pertain to generating and presenting AFM performance information by means of computer software. This appendix may be amended to include relevant aspects for other FAA approved information that is stored and presented through computer software. Updated pages are indicated by Change 1 and date of 10/16/12.
3. Definitions.
a. Computerized AFM. The computerized AFM software application used in conjunction with the hardware and software environment in which it is installed to generate computerized AFM information.
b. Computerized AFM Software Application. The computer programs and data, installation information, and operating guide that are used in generating computerized AFM information.
c. Computerized AFM Information. The information generated by the FAA-approved computerized AFM in lieu of or supplementing parts of the conventional paper AFM.
d. Software Environment. The additional computer programs (e.g., operating system) that provide services to the computerized AFM software application to input, process, and output the information to the user.
Appendix 1
A1-2
e. Hardware Environment. The equipment (e.g., terminal, printer, keyboard, math coprocessor, central processing unit, etc.) that enables the operation of the software environment and the computerized AFM software application to input, process, and output the information to the user.
f. Commercial-Off-the-Shelf (COTS) Com puter. A multi-purpose computer (e.g., a standard personal computer) that is available, or can be made available, to all potential users of the respective computerized AFM.
g. Calculation. Data generation by means of any combination of table-lookup or arithmetic operations.
h. First Principles Calculation. A calculation using basic parameters such as lift, drag, power or thrust, etc. with the equations of motion.
4. General guidelines. The holder of the type certificate (TC) is responsible for obtaining approval of new and revised computerized AFMs. An applicant seeking a supplemental type certificate (STC) based on a computerized AFM should comply with the same guidelines as the TC holder. The criteria herein do not affect the status of computerized AFMs that have previously been FAA-approved. When such manuals are amended in the future, the concepts of this appendix should be applied, where practicable.
a. Official Reference.
(1) The conventional paper portion of the AFM should contain appropriate references about applicability of the FAA-approved computerized AFM software application. This reference should be revised each time the FAA-approved computerized AFM software application is changed (see paragraph 6d of this appendix).
(2) The Limitations Section of the c onventional paper portion of the AFM should contain at least the following information:
(a) A statement similar to the following:
“The computerized AFM replaces or s upplements portions of the paper AFM, and is an FAA-approved source for that AFM information. Any modification to the FAA-approved computerized AFM software application, or subsequent alteration to the generated output, will cancel the airworthiness approval of the information, unless this change was approved by the appropriate airworthiness authority. This
Appendix 1
A1-3 statement applies regardless of a ny approval notation printed on a generated output.”
(b) The title, manufacturer, and version nu mber of any unapproved software used in connection with the AFM software application per paragraph 6a(5) of this appendix. The version number reference may refer to future versions of the software (e.g., “Version XX and later”) if the verification check performed under paragraph 6c(1) of this appendix is designed such that improper operation of later software versions would be detected.
(c) The installation information referenc ed in paragraph 6c(2) or 6c(3) of this appendix, whichever is appropriate, and instructions for using the installation utility function or test set described in paragraph 6c(1) of this appendix.
(d) Instructions for the use of info rmation provided in the paper portion of the AFM that need to be applied to or used in combination with the computerized AFM input or output (e.g., structural weight limitations, adjustments or correction factors to be applied in accordance with paragraph 5d(4) of this appendix, and airplane performance information not provided in computerized form).
(3) The information listed in paragraphs 4a(2)(a) through 4a(2)(d) above may appear in a user’s guide rather than the Limitations Section of the conventional paper portion of the AFM if a reference to the user’s guide is placed in the Limitations Section. The reference should make it clear what information is being referenced, and should include the title of the user’s guide, the document number or other identification means, and the date of issue. Reference may be made to the use of later appropriate revisions of the user’s guide.
b. Approved and Unapproved Information. Section 25.1581 requires that FAA-approved information be segregated, identified, and clearly distinguished from any unapproved information presented in the AFM. Therefore, the approval status of generated output should be clearly indicated on the screen and printed on each printout page of any calculated results by indication of:
(1) Approved program version.
(2) Approved data ve rsion, if applicable.
(3) Approval status of results with resp ect to requirement basis of the computation
(e.g., FAA-approved vs. not approved).
(4) Applicable certification basis, if th e program is capable of generating results for more than one certification basis (e.g., FAR/Joint Aviation Requirements (JAR)).
Appendix 1 A1-4
(5) Date of output data generation.
c. Software Usage Aspects. The applicant should substantiate that the computerized AFM is designed to:
(1) Provide a generated output containing all the information required to be in the conventional paper AFM by part 25 for the part that is replaced or supplemented by the computerized AFM. This includes all relevant information (e.g., variables used for a specific condition) to determine the operating condition and applicability of the generated output.
(2) Provide equivalent or co nservative results to that obtained by direct use of a first principles calculation using certified baseline parameters (e.g., lift, drag, power or thrust).
(3) Preclude calculations that would genera te results identified as FAA-approved by:
(a) Extrapolating data beyond computat ional bounds agreed to by the FAA and the applicant; or
(b) Using unapproved flight test analysis or AFM expansion methods.
(4) Provide at least the standard of tr ansparency (e.g., understanding of performance relations and limitations) that is available from a conventional paper AFM presentation, including the capability to make multiple point calculations and plot the results.
(5) Minimize mistakes or misunderstandi ng by a trained user during data input and interpretation of output.
5. Computerized airplane flight manual contents.
a. General.
(Reserved)
b. Limitations Section.
(Reserved)
c. Operating Procedures Section.
(Reserved)