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.
(її) 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 72-1 and 72-2 of this AC have been satisfactory for previous certifications.
(i¡i) For transport Category B rotorcraft with FAR 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 supplemental type certificate (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 type certificate (TC) holder desires to revise his 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. Foreign manufacturers cannot apply for an STC under current FAA policy. Therefore, a TC amendment would be required for any foreign rotorcraft TC holder to take advantage of this regulatory relief.
(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, his fuel gage 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:
Par 763 1153
АС 29-2B 7/30/97 (i> Altitude limits.
(її) Ambient temperature limits.
(Ill) 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.
763A. § 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 80(a) (2) (ii) of this AC.
764. § 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.
1154 Par 763
(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).
(її) "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).
(i¡i) "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
(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 § 29.1585(b)), missed approaches, etc.
(2) Abnormal Procedures (Optional). 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 minor engine malfunctions 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.
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(3) Emergency Procedures. 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.
(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.
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.
(i¡) Instructions for deploying liferafts may be needed for certain designs.
For example, if liferafts 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.
765. § 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.
(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 1156 Par 764
7/30/97 АС 29-2B 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 in-ground-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.
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, Vross, Category A, Category B, LDP, etc.) plus calibration data for airspeed, altimeter, ambient air temperature, and other information of a general nature.
(i¡) 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 pertormance 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 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 Par 765 1157
AC 29-2B 7/30/97/ evident that the winds trom 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 Voss and not less than 35 feet is reached, and the rejected takeoff distance. The chart should identify the critical decision point and Voss.
(H) Charts to allow calculation of distance to climb at Voss from the point at which Vross 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 Vross and 35 feet to Vy and 200 feet is allowed.
1158 Par 765
(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 Vross with one engine inoperative and other engines within approved operating limitations. If conservative, providing charts to allow calculation of the total distance from Vross 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 Vross 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 763 of this AC.)
(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 68 of this AC.)
(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.
Par 765 1159
765A. § 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 minimum climb gradient has been required.
b. Procedures. No additional flight testing 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).
766. § 29.1589 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 § 29.1583(c). 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 may be included 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 29, 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, however, 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."
1160 Par 765A
(3) An actual or specimen weight and balance section should be included in the initial submittal of the manual. Weight and balance data for each particular rotorcraft need not be submitted as flight manual material.
(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. Contained in limitations section of the flight manual.
(i) Center of Gravity Limits. Contained in the limitations section of the flight manual.
(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) Fuel and Other Liquids. Fuel and other liquids, including passengerservice 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 emptyweight CG location should be included.
(vii) Empty Weight and Empty-Weight Center of Gravity Location.
Statement of these values should be included.
(viii) 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, must be included.
(x) Special Consideration. Consideration should be given to the lateral center-of-gravity loading instructions when various kits such as a side mounted hoist are installed.
Par 766 1161
767.-774. BESERVED.
Intentionally Left Blank 1162 (thru 1170) Par 767
CHAPTER 3
MISCELLANEOUS AIRWORTHINESS STANDARDS
775. JER CERTIFIÇATION
a. Explanation. Requirements for instrument flight rules (IFR) have been incorporated into Part 29, Appendix B, utilizing a regulatory format. 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, center of gravity, speed, altitude, or rate of climb and descent. The approved envelope should be operationally practical such that it does not impose constraints with which the crew has difficulty complying.
Controllability requirements are to be met from 0.9 VMINI to 1.1 VNE:
Stability requirements must be met where specified. Stability devices are to be designed to allow safe flight following a failure. 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. An example of this would be a stability system failure that caused loss of swashplate or tail rotor control travel when failed in a hardover condition. If the device remains in the hardover position after the stability system is turned off, control capability may 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. 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 IF 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 objectionable 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 exhibit positive self-centering characteristics. Collective and directional controls are not Par 775 1171
required to incorporate positive self-centering characteristics, but these controls should not move when released by the pilot (adjustable friction devices are satisfactory);
however, for systems which use hydraulic or pneumatic dampers, control motion following release by the pilot is permitted during the time interval when the damper is bleeding off. 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. The 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.
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 29, 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 (l.e., a discernible 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 versus displacement in each longitudinal direction is obtained. Following the ground test, the longitudinal static stability tests are conducted in flight as described in Paragraph 85. 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 versus 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. 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 1172 Par 775