CS 25.1581 General

ED Decision 2003/2/RM

(See AMC 25.1581)

(a) Furnishing information. An aeroplane Flight Manual must be furnished with each aeroplane, and it must contain the following:

(1) Information required by CS 25.1583 to 25.1587.

(2) Other information that is necessary for safe operation because of design, operating, or handling characteristics.

(3) Any limitation, procedure, or other information established as a condition of compliance with the applicable noise standards.

(b) Approved information. Each part of the manual listed in CS 25.1583 to 25.1587 that is appropriate to the aeroplane, must be furnished, verified, and approved, and must be segregated, identified, and clearly distinguished from each unapproved part of that manual.

(c) Reserved.

(d) Each aeroplane Flight Manual must include a table of contents if the complexity of the manual indicates a need for it.

AMC 25.1581 Aeroplane flight manual

ED Decision 2021/015/R

1 PURPOSE

The primary purpose of the European Aviation Safety Agency (EASA) approved Aeroplane Flight Manual (AFM) is to provide an authoritative source of information considered to be necessary for safely operating the aeroplane. This Acceptable Means of Compliance (AMC) identifies the information that must be provided in the AFM under the airworthiness regulations and provides guidance as to the form and content of the approved portion of an AFM. Although mandatory terms such as ‘shall’ or ‘must’ are used in this AMC, because the AMC method of compliance is not mandatory, these terms apply only to applicants who seek to demonstrate compliance by following the specific procedures described in this AMC.

2 RELATED CERTIFICATION SPECIFICATIONS (CS)

Paragraphs 25.1581, 25.1583, 25.1585, 25.1587 and 25.1591 of the CS and noise regulations identify the information that must be provided in the AFM. Paragraph 25.1581 also requires ‘other information that is necessary for safe operation because of the design, operating, or handling characteristics’. Additional related requirements are the applicable operational rules.

3 DEFINITIONS

a. Aeroplane Flight Manual (AFM). A EASA approved document that contains information (limitations, operating procedures, performance information, etc.) necessary to operate the aeroplane at the level of safety established by the aeroplane’s certification basis.

b. Flight Crew Operating Manual (FCOM). A document developed by a manufacturer that describes, in detail, the characteristics and operation of the aeroplane or its systems.

c. Safe Operation. For the purposes of this AMC, safe operation means operation of the aeroplane in a manner that is mandatory, or is recommended, for compliance with the airworthiness requirements.

d. Limitation. For the purposes of this AMC, an AFM limitation establishes the approved bounds of operation of the aeroplane or its systems.

e. Aeroplane Flight Manual Warnings, Cautions and Notes. The AFM contains operating procedures, techniques, etc. that may be categorised as warnings, cautions and notes as defined in the following paragraphs. The following definitions should not be confused with the colour requirements prescribed in CS 25.1322 for warning, caution and advisory lights installed in the cockpit.

(1) Warning. An operating procedure, technique, etc. that may result in personal injury or loss of life if not followed.

(2) Caution. An operating procedure, technique, etc. that may result in damage to equipment if not followed.

(3) Note. An operating procedure, technique, etc. considered essential to emphasise. Information contained in notes may also be safety related.

f. Procedure. A procedure is a step-by-step method used to accomplish a specific task.

(1) Emergency. A procedure requiring immediate flight crew action to protect the aeroplane and occupants from serious harm.

(2) Abnormal or Non-normal. A procedure requiring flight crew action, due to failure of a system or component, to maintain an acceptable level of airworthiness for continued safe flight and landing.

(3) Normal. A procedure associated with systems that are functioning in their usual manner.

g. Revision. A change to the content of the AFM through the addition, deletion, or modification of material.

h. Appendices and Supplements. Additions to the AFM that may or may not supersede existing AFM material.

(1) Appendix. An addition to the AFM to cover the installation of optional equipment or specific operations (engine inoperative ferry, reduced thrust or power takeoff, configuration deviation list (CDL), etc.).

(2) Supplement. Information that supersedes or is in addition to the basic AFM resulting from the issuance of a supplemental type certificate (STC), or from approved changes to AFM limitations, procedures, or performance information without an STC.

4 DISCUSSION

The AFM provides information to safely operate the aeroplane under normal, abnormal and emergency conditions. The AFM contains the operating limitations, operating procedures, and performance information for the aeroplane.

a. Historically, the AFM was often the only source of information available to the flight crew for safely operating a transport category aeroplane. Consequently, the form and content of these earlier AFMs were designed to meet the needs of the flight crew. For example, very detailed operating procedures were presented in a form easily used in the cockpit (e.g., checklist format).

b. As more complex equipment was incorporated into transport category aeroplanes, many aeroplane and equipment manufacturers developed separate operating manuals intended for on-board use by the flight crew. These operating manuals are generically referred to within this AMC as Flight Crew Operating Manuals (FCOM). By locating information such as cockpit checklists, systems descriptions and detailed procedures in the FCOM, the bulk and complexity of the AFM can be kept manageable. As a result, the AFM for many transport aeroplanes has evolved into more of a reference document than a document used frequently by the flight crew. In recognition of the usefulness and convenience provided by these FCOMs, the normal operating procedures information in the AFMs for these transport category aeroplanes should be limited to those procedures considered ‘peculiar’ to the operation of that aeroplane type.

c. The AFM should be limited to the smallest practicable amount of material that is appropriate for the intended operation of the aeroplane. In general, the systems descriptions and procedures provided in the AFM for most large transport aeroplanes should be limited to that which is uniquely related to aeroplane safety or airworthiness. Since the AFM still serves as the sole operating manual for many small transport category aeroplanes, these AFMs should continue to contain detailed operating information.

d. Widespread use of computers has led to the capability of replacing or supplementing parts of the conventional paper AFM with a computerized version. Guidance for EASA approval of computerized AFM information is presented in Appendix 1 of this AMC.

5 GENERAL GUIDELINES

Previously approved AFMs are unaffected by this AMC. When such manuals are amended, the concepts of this AMC should be applied, if practicable.

a. Segregation of Approved and Unapproved Material. Paragraph 25.1581 of the CS requires that EASA approved information be segregated, identified, and clearly distinguished from each unapproved part of the AFM. Unapproved material should be labelled that it is for guidance information only, and must be located in a different section than the approved material.

b. Provisions for approval of and revisions to the AFM are as follows:

(1) Each page of the approved portion should bear the notation, ‘EASA Approved’, a unique date of approval or revision number for that page, the aeroplane type or model designation, and an appropriate document identification number. For AFM pages produced by an STC applicant, both the STC applicant’s name and the aeroplane type or model designation should appear.

(2) All AFMs, revisions, appendices, and supplements requiring EASA approval must be submitted to the EASA. A log of currently approved pages in the AFM should be furnished in each copy of the manual. A location should be provided on the log for the approval signature and the approval date. Alternatively, a specific approval page can be furnished for the approval signature and the current revision status.

(3) When revisions are incorporated, a means of indicating those parts of the information that have been changed should be provided. For example, vertical bars placed in the margin of the revised page may be used for this purpose. Each revised page should be identified in the same manner as the original, with the exception of the new date and revision notation, as applicable.

(4) Appendices and supplements should be incorporated in the AFM in a separate section appropriately identified at the end of the basic manual. Supplements should normally follow appendices. Format, page identification, organisation, and other details should be the same as that of the basic manual.

(5) Appendices and supplements may be developed by the TC holder, STC applicant, or the operator, and should be submitted for evaluation and approval according to EASA certification procedures. Usually, the TC holder writes appendices to the AFM, and an STC applicant or operator supplements the AFM. However, an STC applicant may elect to produce a completely new AFM.

(6) It may be necessary to provide a greater amount of descriptive and procedural information in appendices and supplements than that appearing in the basic AFM, if the appendix or supplement is the only source for this information.

c. The AFM may address either a single aeroplane model (i.e., hardware build) or several models of the same aeroplane type. If information is provided for more than one model, the AFM should clearly identify which operating limitations, operating procedures, and performance information apply to each model (e.g., by model designation, serial number, etc.). If the AFM format is such that different pages apply to different aeroplanes, the log of pages should clearly identify the specific pages of the AFM that apply to each aeroplane.

d. Any required weight and balance information that is not a physical part of the AFM, must be incorporated by reference in the Limitations Section of the AFM per CS 25.1583(c).

e. Aeroplane Flight Manual Units. The AFM units should be consistent with the flight deck instrumentation, placards, and other measuring devices for a particular aeroplane. The AFM should be given in SI units (International System of Units). This does not apply to the units of measurement related to:

—             airspeed: knots.

—             altitude: feet.

—             vertical speed: feet per minute.

—             navigational distance: nautical miles.

Systems of units must be properly identified and presented. Multiple scales may be used on AFM charts to show different units, e.g., pounds and kilograms. However, the charts should be constructed to minimise any misunderstanding or interpolation problems by, for example, using a transfer scale so that principal values of each of the units are on major grid lines or index marks.

6 AEROPLANE FLIGHT MANUAL CONTENTS

The AFM should be divided into the following sections, as appropriate for the specific aeroplane type or model. For purposes of standardisation, it is recommended that the sequence of sections and of items within sections follow this outline.

a. Introductory Section. The intent of the introductory material is to identify the revision status and control the applicability and content of the AFM. The normal content of this section is as follows:

(1) Title page. The title page should include the manufacturer’s name, the aeroplane model designation, the commercial designation or name, if any, assigned to the aeroplane, and an appropriate document identification number. Provision should be made for the inclusion of the approval date of the basic document and the signature, name, and title of the EASA approving official.

(2) Log of revisions.

(3) Revision highlights, if appropriate.

(4) Log of pages (including all information necessary to determine which pages apply to a given aeroplane model (i.e., hardware build)).

(5) Compatibility listing of appendices and supplements produced by the aeroplane manufacturer.

(6) Table of contents. (Alternatively, a table of contents for each section may be placed at the beginning of that section.)

(7) List of abbreviations.

b. Limitations Section. The purpose of the Limitations Section is to present those operating limitations appropriate to the aeroplane model as established in the course of the type certification process in determining compliance with the applicable certification requirements (e.g., CS-25 and noise regulations). The operating limitations must be expressed in mandatory, not permissive, language. The terminology used in the AFM must be consistent with the relevant regulatory language. Limitations prescribed by operating rules may be incorporated as appropriate.

(1) Weight Limitations. A statement of the maximum certificated take-off and landing weights must be provided. The maximum taxi/ramp weight, maximum zero-fuel weight, and any other fixed limit on weight, should also be included. Any limitations on aeroplane loading associated with the stated weight limitations must be included in the AFM or addressed in a separate weight and balance document. Separate take-off and landing weight limits may be listed corresponding to each applicable constraint (e.g., structural or noise requirements, customer option, etc.), if the instructions in the Limitations Section clearly state that the most restrictive of these take-off and landing weight limitations represent the maximum certified weights.

(i) For those performance weight limits that vary with runway length, altitude, temperature and other variables, the variation in weight limitations may be presented as graphs in the Performance Section of the AFM and included as limitations by specific reference in the Limitations Section.

(ii) Only one set of noise limited take-off and landing weights may be established for a specific aeroplane model (i.e., hardware build).

(2) Noise limitations. An aeroplane model (i.e., hardware build) may not be identified as complying with the requirements of more than one noise stage level at a time. The operating limitations contained in the Limitations Section of the AFM should comply with the noise certification criteria for that stage. If the noise certification status of an aeroplane model is upgraded to a more stringent stage level the AFM must either be revised or supplemented, whichever is appropriate, to include only information appropriate to the new stage level.

(i) Landing Flap Restriction. An operating limitation preventing the use of an approved landing flap setting to comply with noise requirements can only be established under the airworthiness requirements or as a voluntary design change. A statement must be added to the Limitations Section to preclude using that landing flap setting for normal operations. Emergency procedures may, however, continue to use the restricted flap setting. A placard must be placed in the aeroplane and appropriate other means must be installed (e.g., crushable guard on the restricted portion of the flap selection quadrant), to prevent using the restricted flap setting for normal operations.

(ii) Reduced and Derated Take-off Thrust or Power. Noise certification levels are determined at the maximum all-engines operating take-off thrust or power. Reduced and derated thrust or power are not changes that would invalidate the noise certification status of the aeroplane, provided the full rated take-off thrust or power remains approved for that aeroplane.

(3) Operating Limitations. The extremes of the operational variables, including any appropriate descriptions for which compliance with the certification requirements has been shown and for which the AFM data have been approved, should be listed with respect to the following:

(i) Operations.

(A) Maximum take-off, landing and zero-fuel weight limits.

(B) Minimum in-flight weight.

(C) Minimum and maximum pressure altitude for which operation is limited for each flight phase (take-off, en route and landing). Further altitude limitations caused by changes to structure, powerplant, equipment characteristics or flight characteristics (e.g. due to failures) should be provided.

(D) Ambient atmospheric temperature (maximum and minimum).

(E) Minimum control speed. (This information may be located in the Performance Section of the AFM, with cross-reference in the Limitations Section.)

(F) Maximum tailwind. The maximum allowable tailwind component for take-off and landing should normally be limited to 10 knots. If airworthiness approval has been granted for take-off and landing in tailwinds greater than 10 knots, the AFM should provide the limiting tailwind value, accompanied by a statement such as the following:

The capability of this aeroplane has been satisfactorily demonstrated for take-off and manual landing with tailwinds up to knots. This finding does not constitute operational approval to conduct take-offs or landings with tailwind components greater than 10 knots.

(G) Maximum demonstrated crosswind.

(1) If the maximum demonstrated crosswind is considered to be limiting for either take-off or landing, the crosswind limitation must be stated in the Limitations Section. If the crosswind value is considered to be limiting for one type of operation (e.g. autoland) but not for another, the crosswind limitation may also state the specific operations to which it applies.

(2) If the maximum crosswind value demonstrated under CS 25.237 is considered to be not limiting for both take-off and landing operations, the demonstrated crosswind value may be presented in a section other than the Limitations Section.

(H) Runway slope. Limitations and performance information should normally be restricted to runway gradients up to ±2 percent. Limitations for runway slopes greater than ±2 percent may be approved if the effects of the larger slopes are validated in a manner acceptable to the EASA.

(I) Runway surface type (smooth and hard-surfaced, or any other type approved).

(ii) En route Flight Paths.

(A) Maximum altitude.

(B) Ambient atmospheric temperature (maximum and minimum).

(C) In accordance with CS 25.123(a), en route flight path data must be presented in the AFM for all altitudes and temperatures within the operating envelope limits of the aeroplane.

(4) Centre-of-Gravity Limits. Indicate by using tables or graphs the centre of gravity (c.g.) limits for taxi, take-off and landing, zero fuel weight, and for any other practicably separable flight condition. As appropriate, data should be provided for a range of weights between the maximum taxi weight and the minimum in-flight weight. The data should be shown with the appropriate gear position for the phase of flight, and gear effects on the centre-of-gravity should be built into the charts. Data may be presented for gear-extended position only if there is proper accounting for the moment change due to gear retraction. The c.g. limits should be presented in terms of either the distance-from-a specified datum or as a percentage of the mean aerodynamic chord (MAC). Either the location of the datum or the length and location of the MAC should be stated, as applicable. If alternate forward c.g. limits have been approved, these limits should be presented and appropriately identified.

(5) Fuel Limitations. A statement in accordance with CS 25.1585(d) must be included. Operating limitations due to fuel related considerations (e.g. lateral fuel imbalance, fuel management, fuel temperature) and their effects on altitude limitations (e.g. boost pump(s) inoperative, fuel type) should also be provided.

(6) Powerplant Limitations.

(i) State all limitations necessary to ensure safe operation of engines, propellers, fuel systems and powerplant accessories, including auxiliary powerplants (see CS 25.1521 and 25J1521). If the use of reduced or derated take-off thrust or power is requested, then any associated operating or performance limitations should be included in accordance with acceptable reduced and derated takeoff thrust or power procedures. Limitations related to the use of reverse thrust in flight or on the ground should be clearly identified. Any engine limitations associated with operations in adverse weather (heavy rain, hail, turbulence, lightning, etc.) should be specified. Any icing conditions that may impact the normal operation of the engine should also be defined.

(ii) Because engine ice protection is critical to safety in icing conditions, a statement should be included in the Limitations Section that the engine ice protection must be on during all ground and flight operations when icing conditions exist or are anticipated. The following definition of icing conditions should also be included in the Limitations Section:

Icing conditions – Icing conditions exist when outside air temperature (OAT) on the ground and for take-off, or total air temperature (TAT) in flight, is 10 degrees C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals).

Icing conditions also exist when the OAT on the ground and for take-off is 10 degrees C or below when operating on ramps, taxiways, or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on engines, nacelles or engine sensor probes.

(7) Airspeed and Mach Number Limitations. All airspeed limitations should be in terms of indicated airspeed and in units of knots or Mach number, where applicable and should be consistent with cockpit indication. If airspeed or Mach number limitations vary with altitude or loading conditions, such variation must be shown. Limitations data must be included for at least the following:

(i) Maximum operating limit speed, V_MO/M_MO, together with a statement that this speed limit may not be deliberately exceeded in any regime of flight (climb, cruise or descent), unless a higher speed is authorised for flight test or pilot training. The last phrase (unless a higher speed is authorised for flight test or pilot training) may be omitted at the option of the applicant.

(ii) Manoeuvring speed (established under CS 25.1507) together with statements, as applicable to the particular design, explaining that:

(a) full application of pitch, roll, or yaw controls should be confined to speeds below the manoeuvring speed; and

(b)  rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the manoeuvring speed.

(iii) Flap-extended speed, V_FE, for each approved flap and high lift device position.

(iv) Landing gear operating speed, V_LO, together with a statement that this is the maximum speed at which it is safe to extend or retract the landing gear. If different speeds are established for extension and retraction, each speed should be listed and defined.

(v) Landing gear extended speed, V_LE, together with a statement that this is the maximum speed at which the aeroplane can be safely flown with the landing gear extended and locked.

(vi) Any other limiting speeds for extendable devices other than the landing gear, should be included as applicable (e.g. spoilers, thrust reversers, landing lights, ram air turbine (RAT), windows that may be opened in flight, etc.).

(8) Manoeuvring Load Factor Limitations. The positive and negative flight manoeuvring limit load factors (expressed in terms of ‘g’s’) for which the structure is approved should be provided, including any variation with the position of the high lift devices.

(9) Kinds of Operations. This subsection should contain a statement similar to the following:

This aeroplane is certificated as a Large Turbine-powered Aeroplane and is eligible for the following kinds of operations when the appropriate instruments and equipment required by the airworthiness and operating requirements are installed and approved and are in operable condition.

The approval status of the following should be stated:

(i) Operation in atmospheric icing conditions.

(ii) Extended over-water operation.

(iii) Extended range operations with two-engine aeroplanes (ETOPS).

(iv) Day and night operations under visual flight rules (VFR).

(v) Operations under instrument flight rules (IFR).

(vi) Backing the aeroplane with reverse thrust.

(vii) Category I, II or III operations.

(10) Minimum Flight Crew. The minimum number of flight crew approved to operate the aeroplane should be stated.

(11) Systems and Equipment Limitations. All limitations applicable to systems and equipment installations that are considered necessary for safe operation must be included. Examples of systems and equipment installations for which limitations may be appropriate include, but are not limited to, electrical, hydraulic, pneumatic, cabin pressurisation, air conditioning, airframe fire protection, airframe ice protection, auto braking systems, autopilot, autothrottle, flight director, yaw damper, anti-skid devices, performance or flight management system (including software identifier if displayable), etc.

(12) Miscellaneous Limitations. This item should include any information not specified under the preceding headings but necessary, as a limitation, to ensure safe operation of the aeroplane.

c. Operating Procedures Section. The Operating Procedures Section of the AFM should contain, as a minimum, the essential information, peculiar to the particular aeroplane type design, that is needed for safe operation under normal and other-than-normal conditions. Procedures not directly related to airworthiness, or not under control of the flight crew, should not be included in the AFM. A notation similar to the following should be placed at the beginning of the Operating Procedures Section.

The operating procedures contained in this manual have been developed and recommended by the manufacturer and approved by the EASA for use in operating this aeroplane. These procedures are provided as guidance and should not be construed as prohibiting the operator from developing equivalent procedures in accordance with the applicable operating rules.

(1) Procedures Categories. Information should be presented for normal, non-normal, and emergency procedures and be distinctly separated. Procedural tasks considered to be recall or immediate action items, which must be accomplished from memory, should be clearly identified.

(2) Format. Procedures should be presented either in a narrative or a checklist format, depending upon the intended use of the AFM.

(i) Narrative. This format is acceptable if sources of procedures information other than the AFM are intended for flight crew use (e.g. Flight Crew Operating Manual (FCOM)). Procedures presented in this format should be drafted in a manner from which the needed sequence can be easily established.

(ii) Checklist. This format should be used if the AFM is intended to be used directly by the flight crew for operating procedures.

(3) Procedures Development. Prior to initial type certification, it is essential to verify that proposed procedures are technically valid and operationally practicable. It is recognised that such procedures may have had only limited operational exposure at the time of certification and may need to be revised based on service experience.

(4) Procedures Content. The content and level of detail for the normal, non-normal, and emergency procedures provided in the AFM should be based on the intended use of the AFM. More information and detail should be provided in AFMs that are intended to be the flight crew’s primary sources of operating procedures information than for AFMs that are not intended to be used directly by the flight crew.

(i) General. Classifying an operating procedure as normal or as non-normal should reflect whether the aeroplane’s systems are operating normally. Procedures associated with failed or inoperative systems should be considered non-normal. Procedures associated with glideslope deviation, ground proximity warning, all engines operating go-around, turbulent air penetration, etc, which do not occur routinely, should be placed in the normal procedures subsection, provided the aeroplane’s systems are operating normally.

(ii) Other Sources of Procedures Information. The flight crew of large transport category aeroplanes typically use other sources of operating procedures information other than the AFM. Examples of other sources of operating procedures information include manufacturer- or operatorproduced operating manuals, Quick Reference Handbooks (QRH), System Pilot’s Guides and Emergency or Abnormal Checklists. For these aeroplanes, items such as cockpit checklists, systems descriptions, and the associated normal procedures should not be presented in the AFM if they are provided in other documents acceptable to the Agency. Normal procedures that are necessary for safe operation should be presented in the AFM, but the remaining normal procedures should be placed in the manufacturer produced FCOM (or other acceptable sources of operating procedures information). The non-normal procedures section of the AFM for these types of aeroplanes should include, as a minimum, procedures dictated by the aeroplane’s system and failure modes, and may also include those emergency procedures listed in paragraph 6.c(5) of this AMC. Whenever procedures are provided in another source rather than the AFM, a statement should be placed in the appropriate procedures section of the AFM referencing where the detailed procedures information can be found.

(iii) AFM Used Directly. For those manufacturers and operators that do not produce other sources of procedures information (generally manufacturers and operators of small transports), the AFM is the only source of this information. In this circumstance, the AFM operating procedures information must be comprehensive and include information such as cockpit checklists, systems descriptions and associated procedures.

(5) Emergency Procedures. The emergency procedures can be included either in a dedicated section of the AFM or in the non-normal procedures section. In either case, this section should include the procedures for handling any situation that is in a category similar to the following:

(i) Engine failure with severe damage or separation.

(ii) Multiple engine failure.

(iii) Fire in flight.

(iv) Smoke control. The following should be clearly stated in the AFM:

After conducting the fire or smoke procedures, land at the nearest suitable airport, unless it is visually verified that the fire has been extinguished.

(v) Rapid decompression.

(vi) Emergency descent.

(vii) Uncommanded reverser deployment in flight.

(viii) Crash landing or ditching.

(ix) Emergency evacuation.

d. Performance Section. This section of the AFM contains the performance limitations, other data required by the applicable airworthiness and noise regulations, and any special conditions that may apply. Additional information may be provided to assist the operator in complying with the operating rules or for implementing unique operational needs. The performance information should cover the operating range of weights, altitudes, temperatures, aeroplane configurations, thrust ratings, and any other operational variables stated as operational performance limitations for the aeroplane. If additional performance information is presented for operation at a specific altitude, these performance data should cover a pressure altitude span of at least the specific altitude ±1,000 feet to allow an operator to adequately account for pressure altitude variations. It is recommended that such data be included as a separate section or appendix to the AFM.

(1) General. Include all descriptive information necessary to identify the configuration and conditions for which the performance data are applicable. Such information should include the type or model designations of the aeroplane and its engines, the approved flap settings, a brief description of aeroplane systems and equipment that affect performance (e.g. anti-skid, automatic spoilers, etc.), and a statement indicating whether such systems and equipment are operative or inoperative. This section should also include definitions of terms used in the Performance Section (e.g. IAS, CAS, ISA, configuration, net flight path, icing conditions, etc.), plus calibration data for airspeed (flight and ground), Mach number, altimeter, air temperature and other pertinent information. The airspeed, altitude and air temperature calibration data should be presented for the following ranges:

(i) Take-off configurations:

(A) Ground run, 0·8 V_1MIN to V_2MAX.

(B) In-flight, V_2MIN to V_FE.

(ii) Approach and landing configurations:

(A) Approach, 1·13 V_SR to V_FE.

(B) Landing, 1·23 V_SR to V_FE.

(iii) En route configuration:

(A) Airspeed and Altimeter: For the take-off/take-off path altitude range, 1.18 V_SR to V_MO/M_MO.

(B) Airspeed and Altimeter: For higher altitudes, from 1.18 V_SR or the speed for 1·2 g buffet onset margin, whichever is lower, to V_MO/M_MO.

(C) Mach Number: From the lowest useful Mach number (generally in the range of 0·4 to 0·5) to M_MO.

(D) Total or Static Air Temperature: For Mach numbers corresponding to the speed ranges noted in paragraphs 6.d(1)(iii)(A) and (B) of this AMC.

(2) Performance Procedures. The procedures, techniques and other conditions associated with the AFM performance data should be included. Performance 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 data may serve as procedures if sufficiently complete. The AFM should also include adequate information to enable the operator to show compliance with CS 25.1001 for each take-off.

(3) Thrust or Power Setting. Thrust or power settings should be provided for at least take-off, maximum continuous, and go-around thrust or power, along with the thrust or power setting procedures necessary to obtain the performance shown in the AFM. These data should be shown for each applicable thrust or power setting parameter. If backing the aeroplane by reverse thrust is proposed, thrust setting limits should be established considering contaminated runway, foreign object damage potential, environmental control system impact, aeroplane weight and c.g., cockpit visibility, effect of braking, etc.

(4) Minimum Control Speeds. Minimum control speed data may be located in the Performance Section with a reference in the Limitations Section as to its location.

(5) Stall Speeds. The stall speeds established in showing compliance with certification requirements should be presented, together with associated conditions. Data should be presented in terms of calibrated airspeed. If applicable, stall speed increments with accreted ice must be provided.

(6) Take-off Speeds. The take-off speeds, V₁, V_R and V₂ must be presented in the AFM, together with the associated conditions. These speeds should be presented in units consistent with cockpit instrument indication. V₁ and V_R speeds should be based upon ground effect calibration data while V₂ speeds should be based upon free air calibration data. The take-off speeds associated with minimum control speeds and the maximum energy absorption capability of the brakes should be included. At the option of the applicant, the AFM may also include the V₁ speeds associated with unbalanced field lengths. At all conditions and aeroplane configurations represented in the AFM (i.e., at all altitudes, temperatures, weights, winds, runway slopes, flap settings, etc.), the accuracy of the V₁ speed should either 1) be within 1·5 knots of the V₁ speed used to calculate the take-off and accelerate-stop distances, or 2) not cause an increase to these distances of more than the greater of 100 feet or the incremental increase resulting from a 1·5 knots variation in V₁ speed.

(7) Take-off and Accelerate-Stop Distances. Take-off and accelerate-stop distances, complying with CS 25.105, 25.109, 25.113, and 25.1591 must be provided. At the option of the applicant, and with concurrence by the Agency, additional data may be provided for operations on other than smooth hard-surfaced runways.

(8) Climb Limited Take-off Weight. The climb limited take-off weight, which is the most limiting weight showing compliance with CS 25.121(a), (b) and (c), must be provided.

(9) Miscellaneous Take-off Weight Limits. Take-off weight limits should be shown for any equipment or characteristic of the aeroplane that imposes an additional take-off weight restriction (e.g. maximum tyre speed, maximum brake energy, fuel jettison consideration, inoperative system(s), etc.).

(10) Take-off Climb Performance. For the prescribed take-off climb aeroplane configurations, the climb gradients must be presented, together with associated conditions. The scheduled climb speed(s) should be included.

(11) Take-off Flight Path Data. Take-off flight paths, or performance information necessary to construct such paths, together with the associated conditions (e.g. procedures and speeds), should be presented for each approved take-off configuration. The presentation should include all flight path segments existing between the end of the take-off distance and the end of the take-off path, as defined in CS 25.111(a). Such data must be based upon net performance, as prescribed in CS 25.115(b) and (c).

(12) En route Flight Path Data. The net flight path gradient data prescribed in CS 25.123 must be presented, together with the associated conditions (e.g. procedures and speeds). Data must be presented for one- and two-engine-inoperative cases, as applicable, throughout the approved operating altitude and temperature envelope.

(13) Climb Limited Landing Weight. The climb limiting landing weight, which is the most limiting weight showing compliance with CS 25.119 and 25.121(d), should be provided.

(14) Miscellaneous Landing Weight Limits. Landing weight limits for any equipment or characteristic of the aeroplane configuration that imposes an additional landing weight restriction should be shown.

(15) Approach Climb Performance. For the approach climb configuration, the climb gradients (CS 25.121(d)) and weights up to maximum take-off weight (CS 25.1587(b)(3)) should be presented, together with associated conditions (e.g. procedures 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 should be presented in a manner similar to that described for the approach configuration above.

(17) Landing Approach Speeds. The scheduled speeds associated with the approved landing distances and operational landing runway lengths (see paragraph 6.d(18) of this AMC) should be presented, together with associated conditions.

(18) Landing Distance. The landing distance from a height of 50 ft must be presented either directly or with the factors required by the operating regulations, together with associated conditions and weights up to the maximum take-off weight. For all landplanes, landing distance data must be presented for smooth, dry, hard-surfaced runways for standard day temperatures. With concurrence by the Agency, additional data may be presented for other temperatures and runway slopes within the operational limits of the aeroplane, or for operations on other than smooth, hard-surfaced runways. For all weather operations, additional landing performance data may be required.

The unfactored landing distances for dry and wet runways are minimum normalised values based on certification test procedures. For those distances, a runway surface with no slope at standard day temperature as well as standard landing speeds are assumed.

The AFM should state the following conditions for which the landing distances are valid:

—             runway slope,

—             temperature,

—             landing configuration, and

—             thrust or power setting.

The landing distances at the time of arrival (LDTA) reflect the performance that is expected in operational conditions. The AFM should present LDTA as follows:

—             for all runway condition codes from 1 to 6,

—             for certified landing configurations,

—             for final-approach speeds (V_APP) including recommended speed increments,

—             with and without reverse thrust credit, and

—             within the certified flight envelope for:

—             runway slope, and

—             outside air temperature.

The AFM should state that a safety margin should be applied to the landing distances to account for operating practices and expected operational variability.

The performance information that is provided in the AFM to comply with CS 25.1592 and the LDTA concept in the applicable air operations regulations produce a large variety of landing distance data being provided in the AFM. Therefore, the intended use of each piece of the landing-distance information should be properly explained in the AFM.

The AFM should emphasise the need to apply a safety margin, particularly to such landing distances whose method of derivation is the least conservative. Such landing distances are, for example, those determined by a maximum-performance manoeuvre based on data (e.g. flight path angle and touchdown sink rate) that are normalised to specified conditions so that the landing distances achieved in operational conditions may be greater.

(19) Performance Limits and Information Variation with Centre 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 applicable noise requirements should be presented, together with associated conditions and with the following note:

No determination has been made by the EASA that the noise levels of this aircraft are or should be acceptable or unacceptable for operation at, into or out of any airport.

The noise levels achieved during type certification should be included in the AFM and consist of only one take-off, one sideline, and one approach noise level for each aeroplane model (i.e. hardware build). The noise certification standard complied with 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 turn around weight should be provided.

e. Loading Instructions. CS 25.1583 requires instructions necessary to ensure loading of the aeroplane within the established limits of weight and centre-of-gravity, and to maintain the loading within such limits in flight to be presented either in the AFM or included in a separate weight and balance document referenced in the AFM Limitations Section. If applicable, the loading instructions must refer to flight procedures that consider the change to the aeroplane’s centre of gravity as fuel is consumed.

(1) Loading Instructions Presented in a Separate Document. If the loading instructions are presented in a separate document, the AFM Limitations Section should contain at least the following:

(i) Maximum taxi weight limits.

(ii) Maximum take-off weight limits.

(iii) Maximum landing weight limits.

(iv) Maximum zero fuel weight limits.

(v) Minimum in-flight weight.

(vi) Centre-of-gravity limits.

(vii) Information required to maintain the aeroplane within the above limits.

(2) Weight-and-Balance Data. Documentation of the weight-and-balance material outlined below is normally adequate for aeroplanes with conventional loading and fuel-management techniques. For aeroplanes 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.

(i) Weight Limits. A list and identification of all weight limitations should be included.

(ii) Centre-of-Gravity Limits. The approved centre-of-gravity range, or ranges, should be presented with due accounting for aeroplane configuration (i.e. landing gear position, passenger loading, cargo distribution etc.) such that loading limits can be maintained.

(iii) Dimensions, Datum and MAC. The dimensions and relative location of aeroplane features associated with weighing and loading of the aeroplane and with weight-and-balance computations should be described or illustrated.

(iv) Configuration Checklist or Equipment List. The aeroplane 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.

(v) 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.

(vi) Weighing Computations. Computation of the empty weight and the empty-weight c.g. location should be included.

(vii) Loading Schedule. The loading schedule should be included, if appropriate.

(viii) Loading Instructions. Complete instructions relative to the loading procedure or to the use of the loading schedule should be included.

(ix) Compartment and floor load limits.

7 CONFIGURATION DEVIATION LIST (CDL)

Operation of the aeroplane without certain secondary airframe and engines parts is allowed through the use of an approved CDL. The CDL should be included in the AFM as a separate appendix. The following guidance should be followed when preparing the CDL.

a. The parts or combinations of parts permitted to be missing, together with the associated performance penalties and other limitations should be determined and presented in the same format as the Master Minimum Equipment List (MMEL).

b. Unless it can be established that a zero or negligible performance degradation occurs as a result of a part missing from the aeroplane (see paragraph 8.b of this AMC), a performance penalty should be presented for each part or for each combination of parts.

c. Performance penalties are normally presented as weight or percent weight decrements. Equivalent penalties expressed as other parameters are also acceptable. A single performance penalty applicable to all AFM performance limitations may be presented for a missing part or, subject to certain restrictions, performance penalties may be presented for each phase of flight as follows:

(1) Only a single performance penalty for take-off and a single performance penalty for landing will be permitted. For take-off, the penalty shall be the most restrictive of the take-off field length, first, second and final segment climbs, and take-off flight path considerations. For landing, the penalty shall be the most restrictive of approach climb, landing climb, and landing distance considerations.

(2) Only a single weight penalty for en route climb performance, applying to both the one-engine-inoperative and two-engine-inoperative cases, as applicable, will be permitted.

(3) The CDL should contain the explanations of take-off performance penalty, landing performance penalty and en route performance penalty, as appropriate for the aeroplane, when individual penalties are used.

d. General Limitations. The following information should be presented in the CDL appendix:

(1) When the aeroplane is operated using the CDL, it must be operated in accordance with the limitations specified in the AFM, as amended in the CDL.

(2) The associated limitations must be listed on a placard affixed in the cockpit in clear view of the pilot in command and other appropriate crew member(s).

(3) The pilot in command should be notified of each operation with a missing part(s) by listing the missing part(s) in the flight or dispatch release.

(4) The operator should list in the aeroplane logbook an appropriate notation covering the missing part(s) on each flight.

(5) If an additional part is lost in flight, the aeroplane may not depart the airport at which it landed following this event, until it again complies with the limitations of the CDL. This, of course, does not preclude the issuance of a ferry permit to allow the aeroplane to be flown to a point where the necessary repairs or replacements can be made.

(6) No more than one part for any one system may be missing, unless specific combinations are indicated in the CDL. Unless otherwise specified, parts from different systems may be missing. The performance penalties are cumulative, unless specifically designated penalties are indicated for the combination of missing parts.

(7) No more than three parts that have each been determined to cause a negligible performance degradation may be missing for take-off without applying a performance penalty. When more than three such parts are missing, a performance penalty of either 0·05 percent of the maximum take-off weight or 50 kg, whichever is less, must be applied for take-off, en route, and landing for each missing part.

(8) Take-off performance penalties should be applied to the take-off weights that are limited by performance considerations (i.e. take-off field length, first, second, or, final segment climb, or take-off flight path). If the performance limited take-off weight is greater than the maximum certified take-off weight, the take-off performance penalties should be applied to the maximum certified take-off weight to ensure compliance with the noise requirements.

(9) Landing performance penalties should be applied to the landing weights that are limited by performance considerations (i.e. landing field length, landing climb or approach climb). If the performance limited landing weight is greater than the maximum certified landing weight, the landing performance penalties should be applied to the maximum certified landing weight to ensure compliance with the noise requirements.

(10) En route performance penalties apply only to operations that are limited by the one- or two-engine(s) inoperative en route climb performance.

(11) The numbering and designation of systems in the CDL appendix is based on Air Transport Association (ATA) Specification 100. The parts within each system are identified by functional description and, when necessary, by part numbers.

8 ACCOUNTABILITY OF PERFORMANCE DEGRADATION RELATIVE TO BOTH MINOR DESIGN CHANGES AND CDL ITEMS

a. General. Whenever a minor change to the type design aerodynamic configuration or a CDL proposal (e.g. installation of wing tip mounted emblem lights, missing flap hinge covers, etc.), has been submitted for EASA approval, the applicable performance degradation needs to be determined. In lieu of a complete flight test analysis to determine the performance degradation, simple criteria are prescribed below for establishing an acceptable level of airworthiness for the affected items.

b. Criteria.

(1) Estimated Drag. The aerodynamic drag of the type design change or CDL item should be evaluated. Design changes or CDL items that have no impact on, or actually improve, the aerodynamic drag of the aeroplane are considered to have no performance penalty. In cases where there are quantifiable effects on aerodynamic drag (no matter how small), the drag value should be estimated and then increased by a factor of 2, unless the estimate drag was determined with equivalent conservatism.

(2) Performance Penalty. Performance penalties (usually expressed in kg or percent weight) should be determined for all appropriate performance limitations (take-off, en route and landing) based on the effects of the estimated drag. If the resulting weight penalty is less than the smaller of 0·05 percent of the maximum certified take-off weight or 50 kg, the performance degradation may be considered negligible. The AFM supplement or CDL appendix should identify those type design changes or CDL items that result in a negligible performance degradation. If the performance degradation is not considered negligible, the appropriate performance penalty should be provided as a limitation in the AFM supplement or in the CDL appendix.

[Amdt 25/2]

[Amdt 25/21]

[Amdt 25/22]

[Amdt 25/26]

[Amdt 25/27]

AMC 25.1581, Appendix 1 Computerised Aeroplane Flight Manual

ED Decision 2020/024/R

1 PURPOSE

This appendix presents guidelines for obtaining approval of a computerised version of an AFM that would replace or supplement parts of the conventional paper AFM. These guidelines also apply to computerised AFM appendices and supplements. The criteria provided in the main body of this AMC remain applicable except where modified by this appendix. These guidelines do not cover:

a. Systems used on board the aeroplane during flight.

b. Systems that provide direct input to other aeroplane systems or equipment.

c. Supplementary software or software functions used to prepare documentation suitable for use in the operation of the aeroplane under the applicable operating rules (e.g. airport analysis software).

2 APPLICABILITY

This appendix applies to aeroplanes eligible to be certificated to CS 25. The guidelines contained herein pertain to generating and presenting AFM performance information required by CS 25 by means of computer software. This appendix may be amended to include relevant aspects for other EASA approved information that is stored and presented through computer software.

3 DEFINITIONS

a. Computerised AFM. The computerised AFM software application used in conjunction with the hardware and software environment in which it is installed to generate computerised AFM information.

b. Computerised AFM Software Application. The computer programs and data, installation information and operating guide that are used in generating computerised AFM information.

c. Computerised AFM Information. The information generated by the EASA approved computerised 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 computerised AFM software application to input, process and output the information to the user.

e. Hardware Environment. The equipment (e.g. terminal, printer, keyboard, math co-processor, central processing unit, etc.) that enables the operation of the software environment and the computerised AFM software application to input, process and output the information to the user.

f. Commercial-Off-the-Shelf (COTS) Computer. 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 computerised AFM.

g. Calculation. Data generation by means of combination of table-lookup or arithmetic operations.

h. First Principles Calculation. A Calculation using basic parameters such as lift, drag, thrust, etc. with the equations of motion.

4 GENERAL GUIDELINES

The criteria herein do not affect the status of computerised AFMs that have previously been EASA or JAA 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 EASA approved computerised AFM software application. This reference should be revised each time the EASA approved computerised AFM software application is changed (see paragraph 6.d of this appendix).

(2) The AFM should contain a statement similar to the following:

The computerised AFM replaces or supplements portions of the paper AFM, and is an EASA approved source for that AFM information. Any modification to the EASA approved computerised 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 EASA. This statement applies regardless of any approval notation printed on a generated output.

b. Approved and Unapproved Information. Paragraph 25.1581 of the CS requires that the EASA approved information be segregated, identified and clearly distinguished from any unapproved information 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 version, if applicable.

(3) Approval status of results with respect to requirement basis of the computation (e.g. FAR/Certification Specifications (CS)).

(4) Applicable certification basis, if the program is capable of generating results for more than one certification basis (e.g. FAR/Certification Specifications (CS)).

(5) Date of output data generation.

c. Software Usage Aspects.  The applicant should substantiate that the computerised AFM is designed to:

(1) Provide a generated output containing all the information required to be in the conventional paper AFM by CS 25 for the part that is replaced or supplemented by the computerised AFM. This includes all relevant information (e.g. variables used for a specific condition) to determine operating condition and applicability of the generated output.

(2) Provide equivalent or conservative results to that obtained by direct use of a first principles calculation using certified baseline parameters (e.g. lift, drag, thrust).

(3) Preclude calculations that would generate results identified as EASA approved by:

(i) Extrapolating data beyond computational bounds agreed to by the Agency and the applicant; or

(ii) Using unapproved flight test analysis or AFM expansion methods.

(4) Provide at least the standard of transparency (e.g. understanding of performance relations and limitations) that is available from a conventional paper AFM presentation.

(5) Minimise mistakes or misunderstanding by a trained user during data input and interpretation of output.

5 COMPUTERISED AEROPLANE FLIGHT MANUAL CONTENTS

a. General

(Reserved.)

b. Limitations Section

(Reserved.)

c. Procedures Sections

(Reserved.)

d. Performance Section

(1) The computerised AFM may be used to generate all of the EASA approved performance information required to be in the AFM.

(2) The operating rules require operators to carry, in each transport category aeroplane, either the AFM or an operator-prepared manual that contains all of the information required to be in the AFM. The computerised AFM is not intended for use on board the aeroplane. Thus, any portions of the AFM that are provided only in computerised (i.e. electronic) form may not be used to satisfy these operating requirements. This does not preclude printing out information calculated by the EASA approved computerised AFM and subsequently using the paper printout on board the aeroplane.

(3) Configuration Deviation List (CDL) and Master Minimum Equipment List (MMEL) effects on performance may be included if they are EASA approved and applications are clearly identified on the generated output.

(4) Although the output from the computerised AFM should be usable without adjustment, applying corrective factors that are provided in the paper AFM may be acceptable in the following cases:

(i) CDL or MMEL information.

(ii) Urgent temporary EASA approved revisions made mandatory for safety reasons.

(iii) Any case in which the appropriate data are unavailable from the computerised AFM and it is clear to the user that corrective factors must be applied.

(iv) Supplements produced by STC applicants.

(5) Supplementary performance information may be included in accordance with paragraph 4.b of this appendix (e.g. for operation on runways contaminated with standing water, slush, snow or ice).

(6) The applicant may request EASA approval of supplementary computerised AFM applications (e.g. optimised runway performance). This supplementary software application will not be required by the EASA for type certification.

6 SOFTWARE INTEGRITY, DEVELOPMENT AND DOCUMENTATION REQUIREMENTS

The computerised AFM consists of the AFM software application used in conjunction with the hardware and software environment in which it is installed. This paragraph provides guidelines that address the integrity, development process, and documentation requirements of the software.

a. Software Integrity

(1) The potential safety effect at the aeroplane level of the computation of hazardously misleading primary information such as take-off speeds, landing approach speeds, engine thrust or power, engine limit data or other related aeroplane performance data, should be assessed. This assessment should be the basis for determining the software architecture and the level of integrity of the AFM software application. The AFM software application should, as far as practicable, be protected from inadvertent, deliberate, or unauthorised alterations. For example, self‑check features could be used to provide software verification and protection against deliberate or inadvertent alteration.

(2) The level of integrity established for the computerised AFM is the basis for the software development process and should be addressed in the plan for software aspects of certification (see paragraph 6.b of this appendix).

(3) Each part of the EASA approved AFM software application (e.g. program, data) should bear a unique notation, a unique date, or a revision number.

(4) A means to check the programs and data to avoid undetected failures should be provided (e.g. a checksum routine, tabular data to verify a check case, or provisions for a line-by-line file comparison).

(5) Commercially available software, such as operating systems (e.g. MS-DOS), word-processors and spreadsheets, will not be approved by the EASA. However, this software can be used to run the computerised AFM software application or process (i.e. edit, format, manipulate, etc.) AFM data to produce approved AFM information if:

(i) the applicant demonstrates that the unapproved software does not interfere with the correct functioning of the EASA approved computerised AFM software application;

(ii) the applicant demonstrates that the unapproved software produces reliable results when used with the specified hardware environment and the computerised AFM software application; and

(iii) the applicant specifies, in the paper AFM or a user’s guide, the title, manufacturer, and version number of such software. The version number may refer to future versions of the software (e.g. ‘Version XX and later’) if the verification check performed under paragraph 6.c(1) of this appendix is designed such that improper operation of these later software versions would be detected.

b. Software Development. The integrity of the software components of the computerised AFM is achieved through the software development processes used.

(1) The applicant should propose the software development process in the plan for software aspects of certification. The application should document the methods, parameters and allowable range of conditions contained in the computerised AFM. The results obtained from the computerised AFM should be shown to meet all applicable CS-25 requirements. This compliance may be shown using substantiation documentation, demonstrations, or other means mutually agreed to by the Agency and the applicant. The software development process described in AMC 20-115 (Software Considerations for Airborne Systems and Equipment Certification) is valid, in general, for developing either airborne or ground based software. It represents one acceptable approach, but not the only acceptable approach, for developing software for the computerised AFM. Some of the specific guidance provided in AMC 20-115, however, may not apply to the computerised AFM.

(2) The applicant should submit a description of the computerised AFM and the plan for software aspects of certification to the Agency for review early in the certification process. This plan proposes the schedule and means by which compliance with the requirements will be achieved and the means by which certification data and supporting records will be made available to the Agency for review.

c. Hardware and Software Environment. The computerised AFM software application may be EASA approved independent of the hardware and software environment in which it is installed. A common example of this would be the development of a computerised AFM software application to be run in a commercial-off-the-shelf (COTS) hardware and software environment. The applicant should provide for item (1) as follows, plus either item (2) or (3), as appropriate.

(1) A mechanism, such as an installation utility function or test set, that verifies the proper functioning of the computerised AFM software application in the target software and hardware environment. The verification check should include, but not be limited to, proper functioning with hardware specified in the AFM, including input and output devices, and with resident software, including terminate-to-stay-resident or other control programs such as Microsoft Windows, and with any operating system calls made by the AFM software.

(2) If the computerised AFM is intended for a COTS hardware and software environment, installation information that describes the minimum requirements, including limitations and constraints, for the software and hardware environment.

(3) If the computerised AFM is intended for a specific hardware/software system, installation information that describes the specific hardware and software environment in which the computerised AFM software application must be installed. Additionally, the applicant should provide a configuration management scheme that ensures the hardware and software environment that will be used in service is identical to the environment specified in the EASA approved installation data.

d. Revisions to a Computerised AFM Software Application

(1) Revisions to a EASA approved computerised AFM should be submitted for evaluation and EASA approval in accordance with software development methodology established in paragraph 6.b of this appendix. A log of EASA approved AFM software application parts should be furnished by the applicant. For historical purposes, the applicant should maintain records from which the information from any approved revision level of the computerised AFM can be reproduced, unless none of the affected aeroplanes remain in operational service.

(2) The applicant should submit a description of the proposed changes and an updated plan for software aspects of certification. In addition, the applicant should:

(i) re-assess the software integrity level (paragraph 6.a of this appendix) of the revised computerised AFM;

(ii) demonstrate that revisions do not affect any of the unrevised portions of the computerised AFM; and

(iii) demonstrate that the revisions are compatible with the hardware and software environment intended for the computerised AFM software application.

(3) Revisions to a computerised AFM can be made only by the TC or STC holder of that computerised AFM. The STC applicant may supplement but not revise a TC holder’s computerised AFM.

(4) When revisions are incorporated, a means (e.g. document) of indicating those parts of the software that have been changed should be provided.

(5) Each revised software element should be identified in the same manner as the original, with the exception of the new date or revision notation (see paragraph 6.a(3) of this appendix).

e. Submittal and EASA Approval of Software

(1) The applicant will be considered the responsible party for all matters pertaining to the computerised AFM software application, including submittal to the Agency and obtaining EASA approval.

(2) The applicant and the Agency shall discuss and agree on the data structures and calculation models.

(3) The applicant should provide any part of the hardware environment necessary for operating the computerised AFM that is not readily available to the Agency.

f. Documentation Requirements. Documentation containing the following information should be provided by the applicant to the Agency.

(1) Approval plan that describes the software aspects of certification, including time schedules, an outline of the desired applications, and design objectives for software and data integrity.

(2) Software development plan, including the methods used to accomplish the design objectives.

(3) Software descriptions, including justifications that program structures and calculation models are appropriate to their intended function.

(4) Data verification document, including a description of the scope and depth of the review, analysis, and tests used to determine that the developed software and generated output accurately reflect the aeroplane performance characteristics. This description should include the purpose of each test case and the set of inputs, expected results, test environment and calculated results.

(5) Operating instructions, including all information for proper use of the computerised AFM, installation instructions, and identification of the suitable hardware and software environment.

(6) Software configuration reference, including a log of the approved software elements and a statement that design objectives of the approval plan and compliance with the guidelines of this appendix have been demonstrated.

7 PROVISIONS FOR EASA POST CERTIFICATION ACCESS TO COMPUTERISED AFM

In the plan for software aspects of certification, the applicant should propose which components of the computerised AFM will be submitted to the EASA. In cases where the AFM software application can be installed on EASA equipment, the applicant need only provide the computerised AFM software application, which includes the installation data and operating guide. However, if the computerised AFM software application requires a hardware and software environment that is not available to the EASA, the applicant should also provide the EASA with the necessary components to access the AFM software application.

[Amdt 25/2]

[Amdt 25/12]

[Amdt 25/26]

AMC 25.1581, Appendix 2 Aeroplane Flight Manual Specification

ED Decision 2003/2/RM

1 PURPOSE

This appendix to the AMC 25.1581 is a guideline for preparation of the AFM specification required early in the certification process to allow judgement about acceptability of various peculiarities of the proposed flight manual.

2 APPLICABILITY

This acceptable means of compliance applies to aircraft eligible to be certificated to CS 25.

3 DEFINITIONS Reserved.

4 GENERAL GUIDELINES

Following information should be presented in form of a document:

a. Constructors Name.

b. Contact person: Name, Address, Telephone, Telefax.

c. Aircraft Description, including kinds of operation for which certification is intended.

d. Basic Approval Authority.

e. Certification Basis (e.g. FAR 25 amendment or CS 25 change no.).

f. Flight manual compliance proposal (e.g. FAA AC or EASA AMC etc.).

g. Type of AFM (i.e. multi-regulation).

h. Intended document number.

i. Means of identification for draft pages and revisions thereto.

k. Size of final AFM pages.

l. Example pages:

Title sheet and approval provision

Preface

List of Effective Pages

Page layout, including identification and approval status

m. Units of measure proposed.

n. Amendment system (e.g. temporary revision identification and normal revision identification).

o. Breakdown of the manual (e.g. topics, sequence, dividers).

p. Performance charts layout.

q. Digital performance data proposal, if applicable.

r. References to other information required by the certification basis but not contained in the basic AFM.

The document presented may include more than the proposed amount of information, if deemed necessary.

CS 25.1583 Operating limitations

ED Decision 2018/010/R

(See AMC 25.1583)

(a) Airspeed limitations. The following airspeed limitations and any other airspeed limitations necessary for safe operation must be furnished.

(1) The maximum operating limit speed V_MO/M_MO and a statement that this speed limit may not be deliberately exceeded in any regime of flight (climb, cruise, or descent) unless a higher speed is authorised for flight test or pilot training.

(2) If an airspeed limitation is based upon compressibility effects, a statement to this effect and information as to any symptoms, the probable behaviour of the aeroplane, and the recommended recovery procedures.

(3) The manoeuvring speed established under CS 25.1507 and statements, as applicable to the particular design, explaining that:

(i) full application of pitch, roll, or yaw controls should be confined to speeds below the manoeuvring speed; and

(ii) rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the manoeuvring speed.

(4) The flap extended speeds V_FE and the pertinent wing-flap positions and engine powers.

(5) The landing gear operating speed or speeds, and a statement explaining the speeds as defined in CS 25.1515(a).

(6) The landing gear extended speed V_LE, if greater than V_LO, and a statement that this is the maximum speed at which the aeroplane can be safely flown with the landing gear extended.

(b) Powerplant limitations. The following information must be furnished:

(1) Limitations required by CS 25.1521.

(2) Explanation of the limitations, when appropriate.

(3) Information necessary for marking the instruments required by CS 25.1549 to 25.1553.

(c) Weight and loading distribution. The weight and centre of gravity limitations established under CS 25.1519 must be furnished in the aeroplane Flight Manual. All of the following information, including the weight distribution limitations established under CS 25.1519, must be presented either in the aeroplane Flight Manual or in a separate weight and balance control and loading document that is incorporated by reference in the aeroplane Flight Manual;

(1) The condition of the aeroplane and the items included in the empty weight as defined in accordance with CS 25.29.

(2) Loading instructions necessary to ensure loading of the aeroplane within the weight and centre of gravity limits, and to maintain the loading within these limits in flight.

(3) If certification for more than one centre of gravity range is requested, the appropriate limitations, with regard to weight and loading procedures, for each separate centre of gravity range.

(d) Flight crew. The number and functions of the minimum flight crew determined under CS 25.1523 must be furnished.

(e) Kinds of operation. The kinds of operation approved under CS 25.1525 must be furnished.

(f) Ambient air temperatures and operating altitudes. The extremes of the ambient air temperatures and operating altitudes established under CS 25.1527 must be furnished.

(g) Reserved.

(h) Additional operating limitations. The operating limitations established under CS 25.1533 must be furnished.

(i) Manoeuvring flight load factors. The positive manoeuvring limit load factors for which the structure is proven, described in terms of accelerations, must be furnished. (See AMC 25.1583(i))

(j) reserved

(k) A limitation on the maximum depth of runway contaminants for take-off operation must be furnished. (See AMC 25.1583(k).)

[Amdt No: 25/1]

[Amdt No: 25/18]

[Amdt No: 25/22]

AMC 25.1583(i) Manoeuvring Flight Load Factors

ED Decision 2003/2/RM

The flight manoeuvring limit load factors for which the structure is approved, expressed in terms of normal acceleration, or g, should be included. If more restrictive flight load factors are established for particular operations outside the normal operating envelope (e.g. landing flap position with maximum take-off weight) such factors should be presented and defined.

AMC 25.1583(k) Maximum Depth of Runway Contaminants for Take-off Operations

ED Decision 2006/005/R

Compliance with CS 25.1583(k) may be shown using either Method 1 or Method 2 –

a. Method 1. If information on the effect of runway contaminants on the expected take-off performance of the aeroplane is furnished in accordance with the provisions of CS 25.1591, take-off operation should be limited to the contamination depths for which take-off information is provided.

b. Method 2. If information on the effect of runway contaminants on the expected take-off performance of the aeroplane in accordance with the provisions of CS 25.1591 is not provided, take-off operation should be limited to runways where the degree of contamination does not exceed the equivalent of 3 mm (0·125 inch) of water, except in isolated areas not exceeding a total of 25% of the area within the required length and width being used.

NOTE 1 In establishing the maximum depth of runway contaminants it may be necessary to take account of the maximum depth for which the engine air intakes have been shown to be free of ingesting hazardous quantities of water or other contaminants in accordance with CS 25.1091(d)(2).

NOTE 2: Unless performance effects are based on tests in water depths exceeding 15 mm, or on other evidence equivalent in accuracy to the results of direct testing, it will not normally be acceptable to approve take-off operation in depths of contaminants exceeding the equivalent of 15 mm of water.

[Amdt 25/2]

CS 25.1585 Operating procedures

ED Decision 2003/2/RM

(a) Operating procedures must be furnished for –

(1) Normal procedures peculiar to the particular type or model encountered in connection with routine operations;

(2) Non-normal procedures for malfunction cases and failure conditions involving the use of special systems or the alternative use of regular systems; and

(3) Emergency procedures for foreseeable but unusual situations in which immediate and precise action by the crew may be expected to substantially reduce the risk of catastrophe.

(b) Information or procedures not directly related to airworthiness or not under the control of the crew, must not be included, nor must any procedure that is accepted as basic airmanship.

(c) Information identifying each operating condition in which the fuel system independence prescribed in CS 25.953 is necessary for safety must be furnished, together with instructions for placing the fuel system in a configuration used to show compliance with that section.

(d) The buffet onset envelopes determined under CS 25.251 must be furnished. The buffet onset envelopes presented may reflect the centre of gravity at which the aeroplane is normally loaded during cruise if corrections for the effect of different centre of gravity locations are furnished.

(e) Information must be furnished that indicates that when the fuel quantity indicator reads ‘zero’ in level flight, any fuel remaining in the fuel tank cannot be used safely in flight.

(f) Information on the total quantity of usable fuel for each fuel tank must be furnished.

CS 25.1587 Performance information

ED Decision 2018/005/R

(a) Each aeroplane Flight Manual must contain information to permit conversion of the indicated temperature to free air temperature if other than a free air temperature indicator is used to comply with the requirements of CS 25.1303(a)(1).

(b) Each aeroplane Flight Manual must contain the performance information computed under the applicable provisions of this CS-25 (including CS 25.115, 25.123 and 25.125 for the weights, altitudes, temperatures, wind components, and runway gradients, as applicable) within the operational limits of the aeroplane, and must contain the following:

(1) In each case, the conditions of power, configuration, and speeds, and the procedures for handling the aeroplane and any system having a significant effect on the performance information.

(2) V_SR determined in accordance with CS 25.103.

(3) The following performance information (determined by extrapolation and computed for the range of weights between the maximum landing weight and the maximum takeoff weight):

(i) Climb in the landing configuration.

(ii) Climb in the approach configuration.

(iii) Landing distance.

(4) Procedures established under CS 25.101(f) and (g) that are related to the limitations and information required by CS 25.1533 and by this paragraph in the form of guidance material including any relevant limitation or information.

(5) An explanation of significant or unusual flight or ground handling characteristics of the aeroplane.

(6) Corrections to indicated values of airspeed, altitude and outside air temperature.

(7) An explanation of operational landing runway length factors included in the presentation of the landing distance, if appropriate.

c)  Each aeroplane flight manual (AFM) must contain the performance information associated with abnormal landing configurations (see AMC 25.1587(c)).

[Amdt 25/21]

AMC 25.1587(c) Landing distances in abnormal configurations

ED Decision 2018/005/R

1.  Purpose

This AMC provides guidance and recommendations on how to determine and present in the aeroplane flight manual (AFM) landing distance information appropriate to abnormal configurations or following the loss of normal services, and guidelines on which failure cases should be considered.

2.  Related certification specifications

CS 25.125 Landing

CS 25.1585 Operating procedures

CS 25.1587 Performance information

3.  Background

When a failure occurs in flight, the flight crew has to analyse the consequences of this failure on the landing. Some failures cause an increase in the landing distance, which must be evaluated. A diversion may be necessary if the destination aerodrome runway is no longer appropriate due to the increased landing distance.

For the production of AFM data, the applicant considers all failures and assesses their probability of occurrence. In addition, the question of the best presentation of the relevant data should be addressed.

This AMC does not consider configuration deviation list (CDL) items or any unserviceabilities identified in the master minimum equipment list (MMEL) that are known prior to dispatch.

4.  Performance information

The applicant should determine information on the landing distance that is likely to be needed for landings in abnormal configurations, and following the loss of normal services. This information should consist of the horizontal distance from the point at which the main gear of the aeroplane is 50 ft above the landing surface to the point where the aeroplane comes to a complete stop for standard temperatures at each weight, altitude and wind within the operational limits established by the applicant for landing on a dry runway. This information should be established in accordance with CS 25.125(b)(4) and (5), CS 25.125(c)(1) and (2), CS 25.125(f) and with the following conditions:

(a) The aeroplane is in the landing configuration appropriate to the failure case being considered;

(b) A steady approach is maintained down to the 50-ft height, at not less than the recommended approach speed, and using the recommended approach procedure, appropriate to the failure case being considered. (See paragraph 5 below);

(c) Changes to configuration, power or thrust, and speed are made in accordance with the recommended procedure appropriate to the failure case being considered; and

(d) All deceleration devices with which the aeroplane is fitted, including reverse thrust, may be used during the on-ground part of the landing, to an extent dependent both on the characteristics of the aeroplane and on the recommended use of deceleration devices, provided that:

(1) a practical procedure for their use has been established;

(2) the controllability of the aeroplane during their use has been shown to be satisfactory (see paragraph 8 below); and

(3) they would be available, and their use is recommended, for the failure case being considered.

5.  Operating procedures

It is intended that in deriving the landing distance of paragraph 4 above, which is required by CS 25.1585(a) to be included in the AFM, the applicant should use procedures that are generally based on the application of conventional stall and controllability margins. However, it is acknowledged that for failure cases, this is not always practical. Where the procedure uses less than the normal margin, this should be based on flight evaluation and stated in the AFM, along with advice on how this might affect the way the approach is conducted (e.g. reduced pitch manoeuvre capability and the ability to counteract wind shear). Nevertheless, for some configurations that cannot be easily flight-tested, a combination of simulation and analysis may be acceptable.

6.  Effect of failures on landing distance

The applicant should determine information on landing distances in abnormal configurations in accordance with the procedures appropriate to the abnormal configuration for single failures and combinations of failures provided in the AFM that:

(a) have a probability of occurrence greater than approximately 10^-7; and

(b) result in more than a 10 % increase in landing distance.

 If a procedure is included in the AFM for a failure case that:

(a) has a probability of occurrence less than 10^-7; and

(b) results in an increase in the landing distance of more than 10 %,

then information about the increase in landing distance should also be included in the AFM.

7.  Effect of overspeed and wet runway

The applicant should provide information on the separate effects of a 10-kt overspeed and of a wet runway.

Note: overspeed in the above context refers to speed in excess of the approach speed recommended for the abnormal condition, which itself may be greater than the normal approach speed.

8.  Deceleration devices

The applicant may include the use of deceleration devices during the on-ground part of the landing to the extent that directional control can be readily maintained during their use on a wet runway, with a crosswind component of not less than 10 kt from the adverse side.

9.  Data derivation and AFM presentation

The applicant may derive the performance information described in paragraph 4 from calculations that are conservatively based on the best available information, on simulation or flight test, or any combination of these. The recommended operating procedures discussed in paragraph 5 should be presented in a simple manner (e.g. as increments in the landing distance, or approach speeds). The effects of overspeed and a wet runway may be presented as generalised information that covers a variety of abnormal configurations.

[Amdt 25/21]