This section would include procedures for miscellaneous systems or conditions, such as bleed air heater, anti-ice systems, cold weather operations, etc.
Section 3 - Emergency and Malfunction Procedures:
a. Introduction.
This paragraph would include any introductory type information (i.e., definitions of terms used and any other information the manufacturer deemed appropriate).
b. Powerplant Failures.
This paragraph would include any information relative to engine, fuel control, or any other powerplant related emergency or malfunction.
c. Drive System Failures.
This paragraph would include recommendations and procedures relative to any drive system failure and/or malfunction.
d. System Failures.
This paragraph would include procedures and recommendations relative to any system failure and/or malfunction (i.e., electrical, hydraulic, and augmented flight control systems).
e. Fire.
This paragraph would include procedures to be followed in the event that engine, cabin, baggage compartment fire or smoke is detected.
f. Emergency Egress.
This paragraph would include emergency evacuation procedures for both the flightcrew and the passengers.
Section 4 - Performance Data:
a. Power Assurance.
This section would include all information relative to the power assurance checks.
b. Hover Information.
Par 762 1007
This paragraph would include all information relative to hover performance (i.e., hover ceiling IGE and OGE for single and/or multiengine operation). Any relative wind effects may also be included.
c. Height Velocity, Climbs, and Descents.
This paragraph would contain information relative to the HV curves, normal climbs, autorotation speeds, and any other data applicable to the particular rotorcraft.
d. Airspeed Calibration.
This paragraph would include the airspeed calibrations for the particular rotorcraft.
Section 5 - Optional Equipment Supplements:
This section would include all optional equipment supplements. These supplements may modify any of the limitations, procedures (both normal and emergency), and performance characteristics of the basic rotorcraft.
PART II, Manufacturer's Data (Not FAA/AUTHORITY Approved) Section 6 - Weight and Balance:
All supplemental weight and balance information such as crew tables, passenger tables, fuel and oil tables, cargo tables, and any other loading tables applicable to the particular rotorcraft would appear in this section.
Section 7 - Systems Description:
This section would include all information relative to the various rotorcraft systems that the manufacturer believes would apply to the particular rotorcraft.
Section 8 - Handling, Servicing, and Maintenance:
This section would include all information relative to the handling, servicing, and maintenance that the manufacturer would care to present. This section would also include dimensions (l.e., baggage areas, doors, and any internal, external information appropriate to the rotorcraft).
Section 9 - Supplemental Performance Information:
1008 Par 762
This section would include any supplemental performance information the manufacturer would wish to provide. This section would also contain the cruise-range information associated with IFR operation.
763. §27.1583 (Amendment 27-16) OPERATING LIMITATIONS.
a. Explanation. The purpose of this section is to present the limitations applicable to the rotorcraft type and model as established in the course of the type certification process. The limitations should be presented with explanation when approved. To the maximum practicable extent, the limitations should be presented in "operations" language and format. Since operation of the rotorcraft in accordance with such limitations is required by the operating regulations, the following should be inserted as a note at the beginning of this section:Operation in compliance with the limitations presented in this section is required by the Federal Aviation Regulations.
Section 27.1583 merely states that certain information must be given. The specific information is found during the showing of compliance with other paragraphs in the regulation.
b. Procedures.
(1) Section 27.1545 gives the markings required for the airspeed indicator.
(2) Rotor limits are established during compliance with § 27.33. The method of marking is specified in § 27.1549.
(3) Powerplant limits are discussed under § 27.1549.
(4) Weight limitations are specified in § 27.25. In the operating limitations section, there should be a statement of the maximum and minimum certificated takeoff and landing weights.
(5) Center of gravity limits are determined in accordance with § 27.27. Detailed center of gravity limitations information may either be presented in the limitations section of the flight manual or presented as a statement in limitations section which references charts or page numbers in the performance section. If landing gear position can measurably affect allowable CG, this information should be presented together with the moment change due to gear retraction.
(6) The minimum flightcrew is determined under § 27.1523 and is dependent upon the kinds of operation authorized. The established number and identity, by crew position of the minimum flightcrew, must be listed.
(7) Kinds of operations are established under § 27.1525. This section should contain the following preamble:iThis rotorcraft is certified in the normal category (A and/or B) and is eligible for the following kinds of operation when the appropriate Par 762 1009
instruments and equipment required by the airworthiness and/or operating rules are installed and approved and are in operable condition. Those of the following, and any others that are applicable, should be listed.
(1) Day and night VFR.
(ii) Approved to operate in known icing conditions.
(iii) IFR.
(iv) Extended overwater operations (ditching).
(v) External load operation.
(8) Limiting heights and speeds are determined under § 27.79 and are presented in the form of a height versus velocity diagram in the performance information section.
(9) Often other limitations are included in the limitations section that are not specifically mentioned in the rules but which are necessary for safe operation.
Examples are:
• Altitude limits.
(il) Ambient temperature limits.
Conditions for use of rotor brake.
(iv) Prohibitions against prolonged hover in cross or tail winds to prevent accumulation of noxious fumes in cockpit or cabin.
(v) Prohibitions against acrobatic maneuvers.
(Vi) Required placards including text and location.
(vii) Special airworthiness equipment installations such as engine out or low rotor RPM warning systems.
764. § 27,1585 (Amendment 27-16) OPERATING PROCEDURES.
a. Explanation. The procedures sections of the manual should contain essential information peculiar to the particular type or model, the knowledge of which may be expected to enhance safety in the kinds of operations for which the type or model is approved. Information or procedures not directly related to airworthiness, or not under 1010 Par 763
control of the crew, should not be included, nor should any procedure which is accepted as basic airmanship.
(1) Procedures information should be presented with respect to normal and emergency procedures. Alternatively, information outside the category of normal procedures may be subdivided into categories described as "abnormal" procedures and "emergency" procedures, as described herein.
(2) Notes, cautions, and warnings may be used to emphasize specific instructions or information in general accord with the following.
"Note" should be used with respect to matters not directly related to safety but which are particularly important (e.g., Note: For normal twin-engine operation, maximum permissible torque needle split is 4 percent total).
(it) "Caution" should be used with respect to safety matters of a secondary order not immediately imminent (e.g., Caution: On engine restart reduce ITT to 750° C on the operating engine).
(iii) "Warning" should be used with respect to safety matters of a primary order or immediately imminent (e.g., Warning: Do not allow rotor RPM to drop below minimum limits).
(3) The operating procedures of this section have been developed with specific regard for the design features and operating characteristics of the rotorcraft and have been approved by FAA/AUTHORITY for guidance in identifying acceptable procedures for safe operation. Observance of these procedures is not mandatory, and FAA/AUTHORITY approval of such procedures is not intended to prohibit or discourage development and use of improved or equivalent alternate procedures based on operational experience with the rotorcraft. When alternate procedures are used, full responsibility for compliance with applicable airworthiness safety standards rests with the operator.
b. Procedures. Procedural information should be presented in substantial accord with the categories described below:
(1) Normal Procedures. Normal procedures are concerned with peculiarities of the rotorcraft design and operating features encountered in connection with routine operations, including malfunction cases not considered in the other procedures section
(l.e., not considered to degrade safety). Material conforming to the above should be presented for each phase of flight, following in sequence from preflight through engine shutdown, and should include, but not be limited to, systems operation (including fuel system information prescribed in § 27.1585(b)), missed approaches, balked landings, Par 764 1011
(2) Emergency Malfunction Procedures.
(i) Abnormal procedures are concerned with foreseeable situations, usually entailing a failure condition, in which the use of special systems, and/or the alternate use of regular systems, may be expected to maintain an acceptable level of airworthiness. Typical examples of events considered to entail abnormal procedures are engine failure and associated conditions for safe flight, stopping and restarting engines in flight, extending landing gear or flaps by alternate means, approach with inoperative engine(s), etc.
(ії) Emergency procedures are concerned with foreseeable but unusual situations in which immediate and precise action by the crew, as detailed in the recommended procedures, may be expected to reduce substantially the risk of disaster.
Typical examples of incidents considered to be emergencies are fire, ditching, loss of tail rotor thrust, etc.
(iii) Amendment 27-11 added ditching standards to Part 27. When ditching approval is requested, appropriate procedures and information will be included in the manual. Scale model tests are generally used to prove autorotation "ditching" characteristics and to prove stability in the water (capsize threshold) of the rotorcraft type design. Many rotorcraft designs require emergency float bags that deploy either before water contact or shortly after water contact to provide the flotation and stability necessary to comply with the requirements.
(A) Autorotation altitudes and airspeeds and water contact information, if appropriate, derived from or used during the ditching model tests, should be confirmed during FAA/AUTHORITY flight tests and should be included in the manual. Information concerning sea states or wave height to length ratios, investigated and found satisfactory, may be included in the manual if nonsevere sea states are likely to be exceeded.
(B) Instructions for deploying liferafts may be needed for certain designs. For example, if liferafts are stowed outside the cabin, special instructions may be necessary.
(iv) Evacuation Procedures for Rotorcraft Litter Configurations.
Appropriate procedures and minimum crew requirements should be considered and included in the manual or manual supplement, if necessary, to assure timely evacuation.
(3) The use of illustrations to show controls, instruments, explain systems, etc., is encouraged.
(4) If the unusable fuel supply in any tank exceeds 5 percent or 1 gallon, whichever is greater, a statement should appear in the normal procedures section to 1012 Par 764
warn the pilot that the quantity of fuel remaining in the tank when the gauge reads zero is not usable in flight.
764A. § 27.1585 (Amendment 27-21) OPERATING PROCEDURES.
a. Explanation. Amendment 21 to the regulation adds the requirement to present the airspeeds and type of landing surface used in takeoff and landing tests.
Additionally, the airspeeds and rotorspeeds for minimum rate of descent and best glide in autorotation at maximum gross weight should be presented in the Rotorcraft Flight Manual (RFM).
b. Procedures. All of the policy material pertaining to this section remains in effect with the following additions:
(1) Takeoff and landing procedures and speeds and the kind of surface used in takeoff and landing tests should be presented in the Normal Procedures section of the RFM.
(2) The airspeeds and rotor speeds corresponding to minimum rate of descent and maximum gliding distance in autorotation should be included in the Emergency Malfunction section of the RFM.
765. § 27.1587 (Amendment 27-21) PERFORMANCE INFORMATION.
a. Explanation.
(1) This section contains the performance information necessary for operation in compliance with applicable performance requirements of FAR Part 27 and applicable special conditions together with additional information and data essential for implementing pertinent operational requirements.
(2) Performance information and data may be presented for the range of weight, altitude, temperature, and other operational variables stated as operational performance limitations. It is recommended that performance information and data be presented substantially in accordance with the following paragraphs. Where applicable, reference to the appropriate requirement of the certification or operating regulation should be included.
General. Include all descriptive information necessary to identify the configuration and conditions for which the performance data are applicable. Such information may include the complete model designations of rotorcraft and engines, definition of installed rotorcraft features, and equipment that affects performance together with the operative status thereof. This section should also include definitions or terms used in the performance section (i.e., IAS, CAS, ISA, configuration, etc.) plus Par 764 1013
calibration data for airspeed, altimeter, ambient air temperature, and other information of a general nature.
(ii) Performance Procedures. The procedures, techniques, and other conditions associated with obtainment of the flight manual performance should be included. The procedures may be presented as a performance subsection or in connection with a particular performance graph. In the latter case, a comprehensive listing of the conditions associated with the particular performance may serve the objective of "procedures" if sufficiently complete. Performance figures are based on the minimum installed specification engine.
(ili) Wind Accountability. Wind accountability may be utilized for determining takeoff and landing field lengths. This accountability may be up to 100 percent of the minimum wind component along the takeoff or landing path opposite to the direction of takeoff. Wind accountability data presented in the RFM should be labeled "UNFACTORED" (if 100 percent accountability is taken) and should be accompanied by the following note: "Unless otherwise authorized by operating regulations, the pilot is not authorized to credit more than 50 percent of the performance increase resulting from the actual headwind component and must reduce performance by 150 percent of the performance decrement resulting from the actual tail wind componenti In some rotorcraft, it may be necessary to discount the beneficial aid to takeoff performance for winds from zero to 10 knots. This should be done if it is evident that the winds from zero to 10 knots have resulted in a significant degradation to the takeoff performance due to flight through the main rotor vortex. Degradation may be determined by determining the power required to fly, by reference to a pace vehicle, at speeds of 10 knots or less.
(iv) The following list is illustrative of the information that may be provided for a normal category rotorcraft.
(A) Density altitude chart for converting from pressure to density altitude.
(B) Airspeed calibration (calibrated vs. true indicated airspeed) for level flight.
(C) Hover performance charts both in and out-of-ground effect with instructions for their use. The out-of-ground effect hover performance chart is not required but may be useful.
(D) For turbine-powered rotorcraft in all categories, a power assurance check chart.
(E) A statement of the maximum crosswind and downwind components that have been demonstrated as safe for operation near the ground.
1014 Par 765
(v) Miscellaneous Performance Data. Any performance information or data not covered in items 765(2) (iv)(A) through (E) above, but considered necessary or desirable to enhance safety or to enable application of the operating regulations, should be included.
(vi) Flightcrew Notes. It is recommended that provisions be made in the "unapproved" portion of the Rotorcraft Flight Manual for inclusion of information and data of a type that is useful or desirable for operation of the rotorcraft but is not approved by FAA/AUTHORITY. (Material in this section should be consistent with material in the approved portion of the manual.)
b. Procedures. None
766. § 27.1589 LOADING INFORMATION
a. Explanation. Control of the rotorcraft weight and balance is an operational function and is the responsibility of the operator. However, instructions necessary to enable loading of the rotorcraft within the established limits of weight and center of gravity and to maintain the loading within such limits are required by the operating regulations, and inclusion of such loading instructions in the Rotorcraft Flight Manual is required by this rule. Approved loading instructions, therefore, must be presented in the Rotorcraft Flight Manual and, at the option of the applicant, may be included in the approved portion or in the unapproved portion.
b. Procedures.
(1) For the purpose of the flight manual, distinction is made here between the loading instructions required by the certification requirements of Part 27 and the weight and balance data required by the operating requirements. The former prescribed information is applicable to the rotorcraft type and is subject to FAA/AUTHORITY approval as flight manual material.
(2) For compliance with the noted requirements, it is necessary for the applicant to develop weight and balance data and loading instructions as necessary to satisfy the needs of both certification and operation. In order to consolidate in one document information on rotorcraft loading, it is recommended that the weight and balance data be developed to include appropriate loading instructions, and that both be included in the Rotorcraft Flight Manual as an "unapproved" section entitled "Weight and Balance." Such a section should include the following statement as a note: "In accordance with FAA/AUTHORITY procedures, the detail weight and balance data of this section are not subject to FAA/AUTHORITY approval. The loading instructions of this section, however, have been approved by FAA/AUTHORITY as satisfying all requirements for instructions on loading of the rotorcraft within approved limits of weight and center of gravity and on maintaining the loading within such limits."
Par 765 1015
(3) For initial approval of the manual, an actual or specimen weight and balance section should be submitted for evaluation and approval of the loading instructions. Weight and balance data for each particular rotorcraft need not be submitted for approval as flight manual material unless a substantive change is made to the approved loading instructions.
(4) The weight and balance material outlined below is believed to be adequate for rotorcraft with conventional loading and fuel-management techniques. For rotorcraft which necessitate redistribution of fuel (other than normal consumption) to maintain loading within prescribed limits, the material should be amplified as necessary.
Weight Limits. A list and explanation, where necessary, of all fixed-weight limitations should be included.
(ii) Center of Gravity Limits. The approved center of gravity ranges should be presented with due accounting for landing gear position.
(iii) Dimensions and Datum Line Locations. The dimensions and relative location of rotorcraft features associated with weighing and loading of the rotorcraft and with weight and balance computations should be described and/or illustrated.
(iv) Equipment List. The rotorcraft 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 and removable equipment included in the empty weight should be listed.
(V) Euel and Other Liquids. Fuel and other liquids, including passenger-service liquids that are included in the empty weight, should be identified and listed together with information necessary to enable ready duplication of the particular condition.
(vi) Weight Computations. Computations of the empty weight and empty-weight CG location should be included.
(vii) Empty Weight and Empty-Weight Center of Gravity Location.
Statement of these values should be included.
(vill) Loading Schedule. Loading schedule should be included, if appropriate.
(ix) Loading Instructions. Complete instructions relative to the loading procedure, or to use the loading schedule, should be included.
767.-774. RESERVED.
1016 (thru 1024) Par 766
CHAPTER 3
MISCELLANEOUS AIRWORTHINESS STANDARDS
775. § 27 APPENDIX B ENGINEERING FLIGHT TEST GUIDE FOR NORMAL CATEGORY ROTORCRAFT - INSTRUMENT FLIGHT RULES.
a. Explanation. Requirements for instrument flight rules (IFR) have been incorporated into Part 27, Appendix B, Amendment 19. Various information from previous interim standards, procedures, test techniques, and acceptable means of compliance for rotorcraft IF flight are included in the following sections.
b. Procedures.
(1) General.
The certified instrument flight envelope may be more restrictive than the visual flight rules (VFR) envelope in terms of weight, CG, speed, altitude, or rate of climb and descent. The approved envelope should be operationally practical and not impose constraints with which the crew has difficulty complying. The FR altitude envelope should extend to at least 10,000 feet to be operationally practical in the National Airways System.
(ii) Controllability requirements are to be met from 0.9 VMINI to 1.1 VNEI- Stability requirements must be met where specified. Stability devices are to be designed to allow safe flight following failures. The evaluating pilot should assure that all equipment and devices installed for IFR, including reasonable failures of that equipment, do not compromise the VFR approval for that rotorcraft. Examples include stability system failures that can cause loss of swashplate or tail rotor control travel when they fail in a hardover condition. If the device remains in the hardover position after the stability system is turned off, control capability can be compromised. Cyclic controllability tests at high speed and at the limiting rearward flight condition, or tail rotor tests in sideward flight at high altitude, may reveal a lower control capability and a more restrictive envelope. Revision to the envelope approved for VFR conditions may be required when stability equipment is installed. In addition, controllability testing should be accomplished with the control rigging set at the most adverse production tolerance for the test condition; e.g., minimum forward swashplate for high speed testing.
(2) Trim. Compliance with the FR trim requirement may be met by use of a magnetic brake with a recentering button, an electrically driven trim system activated by a "beeper" type control, or other means, so long as the system does not introduce any objectionable discontinuities in the force gradient or otherwise result in objectionable flight characteristics. Trim release devices should be free of objectional stick jump.
Electrically driven trim systems should have a smooth change in force with a rate compatible with the normal rotorcraft maneuvers. Only the cyclic trim control must Par 775 1025
АС 27-1A 7/30/97 exhibit positive self-centering characteristics. Collective and pedal controls are not required to incorporate positive self-centering characteristics. Movement of the trim controls should produce a similar effect on the rotorcraft in a plane parallel to that of the control motion. The control system free play and breakout force must be evaluated to assure a close and direct correlation between control input (force and deflection) and rotorcraft response (pitch, roll, yaw, and heave (vertical motion)), and to permit small, precise changes in flight path. If trim control is provided in a stability augmentation system (SAS), the control should be of such design and so installed that any failure will not create a hazardous condition. If an inadvertent out-of-trim condition can be developed, its effect on the rotorcraft should be investigated. These failures or malfunctions should be investigated as outlined in (6) "Stability Augmentation Systems" which follows. Controls for this trim function should be installed such that the controls should operate in the plane and with the sense of motion of the rotorcraft. Each control means should have the direction of motion plainly marked thereon or adjacent to the control.
(3) Static Longitudinal Stability.
(i> Positive static longitudinal stability is a key IFR requirement which assures a self-correcting airspeed response and allows a pilot to recognize any substantial change in speed. The phrase "substantial speed change" as used in FAR 27, Appendix B, Paragraph IV, is normally considered to mean at least a 10 knot departure from trim speed. Such a change in airspeed must be accompanied by a stick force clearly perceptible to the pilot (i.e. a discernable and quantifiable force gradient).
Very shallow force gradients can be approved for systems with low deadband and low friction. Systems with significant friction and deadband require much steeper force gradients to be acceptable. The longitudinal force gradient can be determined by either of two methods. The most commonly used method (applicable only to irreversible control systems) measures the cyclic forces with the rotorcraft on the ground and the rotor stopped (with hydraulic and electric power units if required). The force applied to the cyclic stick and the cyclic stick displacement are measured and a plot of stick force verses displacement in each longitudinal direction is obtained. Following the ground test, the longitudinal static stability tests are conducted in the air as described in Paragraph 86. The cyclic displacement measurements gathered during flight test are then assigned force values from the ground mechanical characteristics test and the force values are cross plotted with the corresponding airspeeds to produce a plot of cyclic force verses airspeed. The trim system should be on during the test and the aircraft trimmed at the trim speed. After each end point, the cyclic should be allowed to slowly return to the trim position. When all the force is released from the cyclic stick and the airspeed has stabilized, note the airspeed. For single pilot approval only, the airspeed must return to within 10 percent or 10 knots, whichever is less, of the trim speed. An alternate method of determining the longitudinal stick force stability is to measure the force on the cyclic stick in flight using a hand held force gage or other force measuring instrumentation. The in-flight technique is the same as the first method. Testing should be accomplished at a minimum of two altitudes. One altitude 1026 Par 775