AC 29-2C, Chg 4 5/1/2014 Development of the category A profiles is very similar to HV testing. The resulting takeoff and landing profiles coupled with precisely defined procedures and the weight, altitude, and temperature (WAT) limitations for which the profiles have been shown to be valid constitute an operating envelope for which compliance with § 29.1517 has been demonstrated. During the category A flight test evaluation, abuse testing is done to verify that variations reasonably expected to occur in service will not result in a hazardous condition from which a safe landing cannot be accomplished. Therefore, if the category A takeoff and landing profiles, procedures, and WAT limitations are adequately and clearly defined in the RFM, this information is considered sufficient for compliance with the requirements of § 29.1583(f) without the inclusion of an actual HV diagram. The category A procedures and profile definitions may be presented in the normal procedures or performance sections of the RFM but should be referenced as being mandatory requirements in the limitations section unless an HV diagram valid for category A operations is presented.
(ii) For transport category B rotorcraft, the height-speed information developed in accordance with § 29.79 should be included in the performance section of the RFM in accordance with § 29.1587(b)(6). HV diagrams similar to those shown in Figures AC 29.79-1 and AC 29.79-2 have been satisfactory for previous certifications.
(iii) For transport category B rotorcraft with part 29 and CAR part 7 certification bases prior to Amendment 29-21, the HV information should be included in the limitations section of the RFM unless the following procedure has been accomplished for rotorcraft, which satisfy the following conditions:
(A) Certificated for a maximum gross weight of 20,000 pounds or less;
and (B) Configured with nine passenger seats or less. RFM s for rotorcraft falling in this group may be revised to remove the HV data from the limitations section and place it in the performance section. Such actions should be processed and approved by a STC. Conditions b. (8)(iii)(A) and (B) above should be shown as limitations on the STC, and the certification basis should include Amendment 29- 21. If a TC holder desires to revise the type design to take advantage of Amendment 29-21, the certification basis on the TC data sheet should be revised to show §§ 29.1, 29.79,
29.1517, and 29.1587 of Amendment 29-21 for the HV data in the RFM.
(9) Unusable fuel tests are required by § 29.959. When the amount of unusable fuel has been determined, the manufacturer calibrates his fuel quantity system so that when the fuel quantity in the tank is down to the unusable quantity, the fuel gauge will read “zero.” Additional information may also be provided in the RFM to advise the pilot(s) of different unusable fuel quantities for various flight conditions.
(10) 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:
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(i) Altitude limits.
(ii) Ambient temperature limits.
(iii) 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.
AC 29.1583A. § 29.1583 (Amendment 29-24) OPERATING LIMITATIONS.
a. Explanation. Amendment 29- 24 to the regulation establishes additional operating limitations for maximum allowable wind for operation near the ground and ambient temperature limits.
b. Procedures. All of the previous advisory material remains applicable except that the minimum and maximum ambient temperature limitations are required in the limitations section. (These limitations were optional before Amendment 29-24.)
Additionally, the wind envelope for safe operation near the ground, which is established under § 29.143(c), must be included in the Limitations section. Such operations may include: IGE hover, takeoff, landing, rolling takeoff, rolling landing, and taxi. Advisory material for § 29.143(c) is given in paragraph AC 29.143(a)(2)(ii).
AC 29.1585. § 29.1585 (Amendment 29-24) 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 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.
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AC 29-2C, Chg 2 4/25/06
(2) Notes, cautions, and warnings may be used to emphasize specific instructions or information in general accord with the following.
(i) “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).
(ii) “Caution” should be used with respect to safety matters of a secondary order not immediately imminent (e.g., Caution: On engine restart reduce inter-turbine temperature (ITT) to 750° C on the operating engine).
(iii) “Warning” should be used with respect to safety matters of a primary order or 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
(i.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 § 29.1585(b)), missed approaches, etc.
(2) Malfunction or Abnormal Procedures (Optional). Malfunction or abnormal procedures are included in many flight manuals to provide corrective crew actions that are not as urgent as those in the Emergency Procedures sections. These procedures are concerned with foreseeable situations, usually entailing a failure condition, in which the use of special systems, or the alternate use of regular systems, may be expected to maintain an acceptable level of safety. Typical examples of events considered to entail abnormal procedures are engine failure and or conditions that require an engine shutdown (under flight conditions where the failure is not critical), stopping and restarting engines in flight, extending landing gear or flaps by alternate means, approach in multiengine aircraft with inoperative engine(s), etc.
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(3) Emergency Procedures. Emerge ncy 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 or control, etc. It is expected that, in the case of tail rotor failure, the emergency procedures will have been validated by analysis, simulation, or any relevant service experience. The analysis or simulation of the tail rotor control failure procedures may be validated where practical by limited flight test.
(4) Ditching Procedures. Amendment 29 -12 added ditching standards to Part 29. 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.
(i) 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 heights to length ratios, investigated and found satisfactory, may be included in the manual if nonsevere sea states are likely to be exceeded.
(ii) Instructions for deploying life rafts may be needed for certain designs.
For example, if life rafts are stowed outside the cabin, special instructions may be necessary.
(5) 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.
(6) The use of illustrations to show controls, instruments, explain systems, etc., is encouraged.
AC 29.1587. § 29.1587 (Amendment 29-24) PERFORMANCE INFORMATION.
a. Explanation.
(1) This section should contain the performance information necessary for operation in compliance with applicable performance requirements of Part 29 and applicable special conditions, together with additional information and data essential for implementing pertinent operational requirements.
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(2) Performance information and data may be presented for the range of weight, altitude, temperature, and other operational variables stated as operational performance limitations. Performance information which exceeds any operating limitation should be shown only as required for clarity of presentation. If data beyond operating limits are shown, the limits should be clearly marked and the data outside of the limits clearly distinguishable from the data within the limits.
(3) Performance information presented in the unapproved or “manufacturers’ data” section of the RFM should not include performance data that are beyond operating limitations unless the particular operating limit that may be exceeded is clearly distinguishable from similar performance data that are within limits. For example, if the weight-altitude-temperature (WAT) limits for takeoff and landing are based on inground-effect (IGE) hover performance capability at a 5-foot skid height, 3-foot skid height hover performance data allowing increased hovering weights should not be presented in the manufacturers’ data unless clearly identified as being beyond operating limitations for normal operations. 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.
(i) 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, CDP, VTOSS, Category A, Category B, LDP, etc.) plus 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 installed minimum specification engine, unless normally depreciated engine performance is approved.
(iii) 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 Page G - 48
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 component.” 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 should be provided for a transport Category ”A” and “B” rotorcraft.
(A) Density altitude chart for converting from pressure to density altitude.
(B) Temperature conversion chart (°C to °F to °C).
(C) Airspeed calibration (calibrated vs. indicated airspeed) for both pilot and copilot systems for level flight, climb, autorotation, and recommended approach rate of descent.
(D) Altimeter correction for pilot and copilot instruments showing the correction factor vs. indicated airspeed at sea level and altitude.
(E) Hover performance charts both in and out-of-ground (OGE) effect with instructions for their use. The OGE hover performance chart is not required but may be useful.
(F) A series of climb performance charts for various weights showing rate of climb vs. pressure altitude for a range of temperatures and showing the variation of best rate of climb speed with pressure altitude. The conditions should appear on each chart (i.e., power, weight, single, or multiengine, etc.). The OEI climb performance charts at 30-minute power and maximum continuous power or at continuous OEI power should provide rate of climb performance down to a minimum of -500 feet/min. The effect of engine air bleed, particle separators or other devices, on the rate of climb/descent performance must be provided.
(G) A chart showing the takeoff flight path for Category A presented in height vs. distance from the hover wheel height to the point at which VTOSS and not less than 35 feet is reached, and the rejected takeoff distance. The chart should identify the critical decision point and VTOSS.
(H) Charts to allow calculation of distance to climb at VTOSS from the point at which VTOSS and not less than 35 feet is reached (or from the lowest point of the takeoff profile for elevated heliport) to 200 feet with one engine inoperative and other engines within approved operating limitations. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 200 feet is allowed.
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(I) A series of charts to allow calculation of any additional distance which may be required to accelerate to best rate of climb speed from VTOSS with one engine inoperative and other engines within approved operating limitations. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 200 feet is allowed.
(J) Charts to allow calculation of distance to climb at VY from 200 feet to 1000 feet above the takeoff surface (or from the lowest point of the takeoff profile for elevated heliport) with one engine inoperative and other engines at 30-minutes OEI power or maximum continuous OEI power. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 1000 feet is allowed.
(K) Landing distance chart for Category A showing the landing distance from a 50-foot height (25-foot for VTOL operations from an elevated heliport) to a stop with one engine inoperative vs. pressure altitude over the range of temperatures being certified. This chart should identify the balked landing decision point (LDP) so the pilot will know how to achieve this performance.
(L) For Category B, a series of charts at various weights showing takeoff distance from hover to 50 feet vs. pressure altitude over the range of temperatures being certified.
(M) For Category B, a landing distance chart similar to the one for Category A from a 50-foot height to stop with one engine inoperative.
(N) For turbine-powered rotorcraft in all categories, a power assurance check chart.
(O) For Category B, a statement of the maximum crosswind and downwind components that have been demonstrated as safe for operation near the ground unless this information is incorporated as an operating limitation. (See paragraph AC 29.1583.)
(P) For Category B, the height-velocity (HV) envelope except for rotorcraft which must incorporate the HV diagram as an operating limitation.
(Q) For Category B, the autorotative glide distance as a function of altitude if required by § 29.71. (See paragraph AC 29.71.)
(v) Miscellaneous Performance Data. Any performance information or data not covered in items (A) through (Q) above, but considered necessary to enhance safety or to enable application of the operating regulations, should be included.
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AC 29.1587A. § 29.1587 (Amendment 29- 40) PERFORMANCE INFORMATION.
a. Explanation. Amendment 29-40 added a requirement to provide the steady gradient of climb for each weight, altitude, and temperature for which Category A performance is presented. No mini mum climb gradient has been required.
b. Procedures. No additional flight test ing is required beyond that for compliance with the Category A performance requirements. Climb gradient data should be calculated and presented for all weights, altitudes, and temperatures for which takeoff data is scheduled. Gradients should be established for the first and second segment climb under the conditions specified in § 29.67(a)(1) and (a)(2).
AC 29.1587B. § 29.1587 (Amendment 29-51) Performance Information.
a. Explanation. Amendment 29-51 added the requirement to include in the Rotorcraft Flight Manual (RFM) the maximum weight, altitude, and temperature for which the rotorcraft can safely hover out-of-ground-effect (OGE) in winds of at least 17 knots in all azimuths. This change is in conjunction with the new demonstration requirements of § 29.143(d). Additionally, th is change makes clear that the in-groundeffect (IGE) performance with winds of at least 17 knots be included in the RFM. All the policy material pertaining to this section remains in effect with the following changes:
(1) This section should contain the performance information necessary for operation in compliance with applicable performance requirements of part 29 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. Performance information that exceeds any operating limitation should be shown only as required for clarity of presentation. If data beyond operating limits are shown, the limits should be clearly marked and the data outside of the limits clearly distinguishable from the data within the limits.
(3) Performance information presented in the unapproved or "manufacturers' data" section of the RFM should not include performance data that are beyond operating limitations unless the particular operating limit that may be exceeded is clearly distinguishable from similar performance data that are within limits. For example, if the weight-altitude-temperature (WAT) limits for takeoff and landing are based on IGE hover performance capability at a 5-foot skid height, 3-foot skid height hover performance data allowing increased hovering weights should not be presented in the manufacturers' data unless clearly identified as being beyond operating limitations for normal operations. 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.
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AC 29-2C, Chg 4 9/17/2009
(i) 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., indicated airspeed (IAS), calibrated airspeed (CAS), international standard atmosphere (ISA), configuration, critical decision point (CDP), VTOSS, Category A, Category B, landing decision point (LDP), etc.) plus 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 installed minimum specification engine, unless normally depreciated engine performance is approved.
(iii) Wind Accountability. Wind a ccountability 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 authoriz ed 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 component." 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 ascertaining the power required to fly, by reference to a calibrated pace vehicle, at speeds of 10 knots or less.
(iv) The following list is illustrative of the information that should be provided for a transport Category "A" and "B" rotorcraft.
(A) Density altitude chart for converting from pressure to density altitude.
(B) Temperature conversion chart (°C to °F to °C).
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(C) Airspeed calibration (calibrated vs. indicated airspeed) for both pilot and copilot systems for level flight, climb, autorotation, and recommended approach rate of descent.
(D) Altimeter correction for pilot and copilot instruments showing the correction factor vs. indicated airspeed at sea level and altitude.
(E) Hover performance charts both (IGE) and OGE with instructions for their use.
(F) A series of climb performance charts for various weights showing rate of climb vs. pressure altitude for a range of temperatures and showing the variation of best rate of climb speed with pressure altitude. The conditions should appear on each chart (i.e., power, weight, single, or multiengine, etc.). The one-engine-inoperative (OEI) climb performance charts at 30-minute power and maximum continuous power (MCP) or at continuous OEI power should provide rate of climb performance down to a minimum of -500 feet/min. The effect of engine air bleed, particle separators, or other devices, on the rate of climb/descent performance must be provided.
(G) A chart showing the takeoff flight path for Category A presented in height vs. distance from the hover wheel height to the point at which VTOSS and not less than 35 feet is reached, and the rejected takeoff distance. The chart should identify the critical decision point and VTOSS.
(H) Charts to allow calculation of distance to climb at VTOSS from the point at which VTOSS and not less than 35 feet is reached (or from the lowest point of the takeoff profile for elevated heliport) to 200 feet with one engine inoperative and other engines within approved operating limitations. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 200 feet is allowed.
(I) A series of charts to allow calculation of any additional distance which may be required to accelerate to best rate of climb speed from VTOSS with one engine inoperative and other engines within approved operating limitations. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 200 feet is allowed.
(J) Charts to allow calculation of distance to climb at VY from 200 feet to 1000 feet above the takeoff surface (or from the lowest point of the takeoff profile for elevated heliport) with one engine inoperative and other engines at 30-minutes OEI power or maximum continuous OEI power. If conservative, providing charts to allow calculation of the total distance from VTOSS and 35 feet to VY and 1000 feet is allowed.
(K) Landing distance chart for Category A showing the landing distance from a 50-foot height (25-foot for VTOL operations from an elevated heliport) to a stop with one engine inoperative vs. pressure altitude over the range of temperatures being Page G - 53
AC 29-2C, Chg 4 9/17/2009 certified. This chart should identify the bal ked landing decision point (LDP) so the pilot will know how to achieve this performance.
(L) For Category B, a series of charts at various weights showing takeoff distance from hover to 50 feet vs. pressure altitude over the range of temperatures being certified.
(M) For Category B, a landing distance chart similar to the one for Category A from a 50-foot height to stop with one engine inoperative.
(N) For turbine-powered rotorcraft in all categories, a power assurance check chart.
(O) For Category B, a statement of the maximum crosswind and downwind components that have been demonstrated as safe for operation near the ground unless this information is incorporated as an operating limitation. (See AC
29.1583.)
(P) For Category B, the height-velocity (HV) envelope except for rotorcraft which must incorporate the HV diagram as an operating limitation.
(Q) For Category B, the autorotative glide distance as a function of altitude if required by § 29.71. (See AC 29.71.)
(v) Miscellaneous Performance Data. Any performance information or data not covered in items (A) through (Q) above, but considered necessary to enhance safety or to enable application of the operating regulations, should be included.
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AC 29.1587C. § 29.1587 (AMENDMENT 29-59) PERFORMANCE INFORMATION.
a. Explanation. Amendment 29-59 changed the term “height-speed” to “heightvelocity” in paragraph (b)(6) of § 29.1587 to be consistent with the title nomenclature of § 29.87, which was changed from “Limiting height-speed envelope” to “Height-velocity envelope” at amendment 29-39.
b. Procedures. The policy pertaining to the procedures in this section remains in effect. For purposes of this AC, the terms “height-velocity” and “height-speed” are equivalent.
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