CS AWO.C.TOO.106 Performance demonstration

ED Decision 2022/007/R

(See AMC AWO.C.TOO.106 and Figure 1)

(a) It shall be demonstrated that the performance of the take-off guidance system is such that the aeroplane will not deviate significantly from the runway centre line during take-off while the system is being used within the limitations established for it. Compliance may be demonstrated by flight test, or by a combination of flight test and simulation. Flight testing shall cover those factors affecting the behaviour of the aeroplane.

(b) In the event that the aeroplane is displaced from the runway centre line at any point during the take-off or abandoned take-off, the system shall provide such guidance as would enable the pilot to control the aeroplane smoothly back to the runway centre line without any sustained nuisance oscillation.

(c) In the event of an engine failure, if the pilot follows the guidance information and disregards external visual reference, the lateral deviation of the aeroplane shall remain safely within the confines of the runway.

[Issue: CS-AWO/2]

AMC AWO.C.TOO.106 Performance

ED Decision 2022/007/R

(see also Figure 1)

The factors that affect the behaviour of the aeroplane include, for example, wind conditions, xLS ground facility characteristics, aeroplane configurations, weight, and centre of gravity (CG), and should be covered by flight testing.

The demonstration of system performance should comprise at least the following:

             10 all-engine take-offs;

             3 take-offs with simulated failure of the critical engine at V1MIN + 10 kt; and

             2 rejected take-offs with simulated failure of the critical engine at V1.

Half of the all-engines take-offs and two of each of the engine failure conditions should be carried out in crosswinds equal to or greater than the level being sought for certification with optional aeroplane and runway configurations. The remainder should be carried out in optional winds in the most adverse aeroplane configuration at two different runways, which represent the reasonable extremes of those likely to be used in service.

In the engine failure take-offs, VR should not be less than 28 km/h (15 kt) above the engine failure speed and should be delayed until the path of the aeroplane has stabilised and the aeroplane is converging with the centre line.

The take-off may begin using external visual reference but, from a speed no greater than 50 % of V1, the guidance commands should be followed as accurately as possible without using the external view. To ensure that this is done, it is recommended that the windscreen be blanked.

For xLS-based systems, compliance may be shown using an xLS, which complies with the requirements for Category III Operations in relation to centring error and beam bends along the runway. Allowance may be made for long-term perturbations of the xLS localiser.

[Issue: CS-AWO/2]

CS AWO.C.TOO.107 Limitations and procedures

ED Decision 2022/007/R

Limitations on the use of the system and appropriate procedures shall be established, where these are necessary for compliance with CS AWO.C.TOO.106. Account should be taken of the method by which the system defines the runway centre line and associated errors or delays.

[Issue: CS-AWO/2]