ED Decision 2003/16/RM
(a) The performance prescribed in this subpart must be determined:
(1) With normal piloting skill; and
(2) Without exceptionally favourable conditions.
(b) Compliance with the performance requirements of this subpart must be shown:
(1) For still air at sea-level with a standard atmosphere; and
(2) For the approved range of atmospheric variables.
(c) The available power must correspond to engine power, not exceeding the approved power, less:
(1) Installation losses; and
(2) The power absorbed by the accessories and services at the values for which certification is requested and approved.
(d) For reciprocating engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of 80% in a standard atmosphere.
(e) For turbine engine-powered rotorcraft, the performance, as affected by engine power, must be based on a relative humidity of:
(1) 80%, at and below standard temperature; and
(2) 34%, at and above standard temperature plus 28°C (50°F).
Between these two temperatures, the relative humidity must vary linearly.
(f) For turbine-engine-powered rotorcraft, a means must be provided to permit the pilot to determine prior to take-off that each engine is capable of developing the power necessary to achieve the applicable rotorcraft performance prescribed in this subpart.
CS 29.49 Performance at minimum operating speed
ED Decision 2003/16/RM
(a) For each Category A helicopter, the hovering performance must be determined over the ranges of weight, altitude and temperature for which take-off data are scheduled:
(1) With not more than take-off power;
(2) With the landing gear extended; and
(3) At a height consistent with the procedure used in establishing the take-off, climbout and rejected take-off paths.
(b) For each Category B helicopter, the hovering performance must be determined over the ranges of weight, altitude and temperature for which certification is requested, with:
(1) Take-off power;
(2) The landing gear extended; and
(3) The helicopter in ground effect at a height consistent with normal take-off procedures.
(c) For each helicopter, the out-of ground- effect hovering performance must be determined over the ranges of weight, altitude and temperature for which certification is requested, with take-off power.
(d) For rotorcraft other than helicopters, the steady rate of climb at the minimum operating speed must be determined over the ranges of weight, altitude and temperature for which certification is requested, with:
(1) Take-off power; and
(2) The landing gear extended.
CS 29.51 Take-off data: General
ED Decision 2003/16/RM
(a) The take-off data required by CS 29.53, 29.55, 29.59, 29.60, 29.61, 29.62, 29.63 and 29.67 must be determined:
(1) At each weight, altitude, and temperature selected by the applicant; and
(2) With the operating engines within approved operating limitations.
(b) Take-off data must:
(1) Be determined on a smooth, dry, hard surface; and
(2) Be corrected to assume a level take-off surface.
(c) No take-off made to determine the data required by this paragraph may require exceptional piloting skill or alertness, or exceptionally favourable conditions.
ED Decision 2003/16/RM
The take-off performance must be determined and scheduled so that, if one engine fails at any time after the start of take-off, the rotorcraft can:
(a) Return to and stop safely on, the take-off area; or
(b) Continue the take-off and climb-out, and attain a configuration and airspeed allowing compliance with CS 29.67(a)(2).
CS 29.55 Take-off Decision Point: Category A
ED Decision 2003/16/RM
(a) The take-off decision point (TDP) is the first point from which a continued take-off capability is assured under CS 29.59 and is the last point in the take-off path from which a rejected take-off is assured within the distance determined under CS 29.62.
(b) The TDP must be established in relation to the take-off path using no more than two parameters, such as airspeed and height, to designate the TDP.
(c) Determination of the TDP must include the pilot recognition time interval following failure of the critical engine.
CS 29.59 Take-off Path: Category A
ED Decision 2003/16/RM
(a) The take-off path extends from the point of commencement of the take-off procedure to a point at which the rotorcraft is 305 m (1000 ft) above the take-off surface and compliance with CS 29.67(a)(2) is shown. In addition:
(1) The take-off path must remain clear of the height-velocity envelope established in accordance with CS 29.87;
(2) The rotorcraft must be flown to the engine failure point at which point the critical engine must be made inoperative and remain inoperative for the rest of the take-off;
(3) After the critical engine is made inoperative, the rotorcraft must continue to the TDP, and then attain VTOSS.
(4) Only primary controls may be used while attaining VTOSS and while establishing a positive rate of climb. Secondary controls that are located on the primary controls may be used after a positive rate of climb and VTOSS are established but in no case less than 3 seconds after the critical engine is made inoperative; and
(5) After attaining VTOSS and a positive rate of climb, the landing gear may be retracted.
(b) During the take-off path determination made in accordance with sub-paragraph (a) and after attaining VTOSS and a positive rate of climb, the climb must be continued at a speed as close as practicable to, but not less than, VTOSS until the rotorcraft is 61 m (200 ft) above the take-off surface. During this interval, the climb performance must meet or exceed that required by CS 29.67(a)(1).
(c) During the continued take-off the rotorcraft shall not descend below 4.6 m (15 ft) above the take-off surface when the TDP is above 4.6 m (15 ft).
(d) From 61 m (200 ft) above the take-off surface, the rotorcraft take-off path must be level or positive until a height 305 m (1000 ft) above the take-off surface is attained with not less than the rate of climb required by CS 29.67(a)(2). Any secondary or auxiliary control may be used after attaining 61 m (200 ft) above the take-off surface.
(e) Take-off distance will be determined in accordance with CS 29.61.
CS 29.60 Elevated heliport take-off path: Category A
ED Decision 2003/16/RM
(a) The elevated heliport take-off path extends from the point of commencement of the take-off procedure to a point in the take-off path at which the rotorcraft is 305 m (1 000 ft) above the take-off surface and compliance with CS 29.67(a)(2) is shown. In addition:
(1) The requirements of CS 29.59(a) must be met;
(2) While attaining VTOSS and a positive rate of climb, the rotorcraft may descend below the level of the take-off surface if, in so doing and when clearing the elevated heliport edge, every part of the rotorcraft clears all obstacles by at least 4.6 m (15 ft);
(3) The vertical magnitude of any descent below the take-off surface must be determined; and
(4) After attaining VTOSS and a positive rate of climb, the landing gear may be retracted.
(b) The scheduled take-off weight must be such that the climb requirements of CS 29.67(a)(1) and CS 29.67(a)(2) will be met.
(c) Take-off distance will be determined in accordance with CS 29.61.
CS 29.61 Take-off distance: Category A
ED Decision 2003/16/RM
(a) The normal take-off distance is the horizontal distance along the take-off path from the start of the take-off to the point at which the rotorcraft attains and remains at least 11 m (35 ft) above the take-off surface, attains and maintains a speed of at least VTOSS; and establishes a positive rate of climb, assuming the critical engine failure occurs at the engine failure point prior to the TDP.
(b) For elevated heliports, the take-off distance is the horizontal distance along the take-off path from the start of the take-off to the point at which the rotorcraft attains and maintains a speed of at least VTOSS and establishes a positive rate of climb, assuming the critical engine failure occurs at the engine failure point prior to the TDP.
CS 29.62 Rejected take-off: Category A
ED Decision 2003/16/RM
The rejected take-off distance and procedures for each condition where take-off is approved will be established with:
(a) The take-off path requirements of CS 29.59 and 29.60 being used up to the TDP where the critical engine failure is recognised, and the rotorcraft landed and brought to a stop on the take-off surface;
(b) The remaining engines operating within approved limits;
(c) The landing gear remaining extended throughout the entire rejected take-off; and
(d) The use of only the primary controls until the rotorcraft is on the ground. Secondary controls located on the primary control may not be used until the rotorcraft is on the ground. Means other than wheel brakes may be used to stop the rotorcraft if the means are safe and reliable and consistent results can be expected under normal operating conditions.
ED Decision 2003/16/RM
The horizontal distance required to take-off and climb over a 15 m (50-foot) obstacle must be established with the most unfavourable centre of gravity. The take-off may be begun in any manner if –
(a) The take-off surface is defined;
(b) Adequate safeguards are maintained to ensure proper centre of gravity and control positions; and
(c) A landing can be made safely at any point along the flight path if an engine fails.
ED Decision 2003/16/RM
Compliance with the requirements of CS 29.65 and 29.67 must be shown at each weight, altitude and temperature within the operational limits established for the rotorcraft and with the most unfavourable centre of gravity for each configuration. Cowl flaps, or other means of controlling the engine-cooling air supply, will be in the position that provides adequate cooling at the temperatures and altitudes for which certification is requested.
CS 29.65 Climb: All engines operating
ED Decision 2003/16/RM
(a) The steady rate of climb must be determined:
(1) With maximum continuous power;
(2) With the landing gear retracted; and
(3) At VY for standard sea-level conditions and at speeds selected by the applicant for other conditions.
(b) For each Category B rotorcraft except helicopters, the rate of climb determined under sub-paragraph (a) must provide a steady climb gradient of at least 1:6 under standard sea-level conditions.
CS 29.67 Climb: One Engine Inoperative (OEI)
ED Decision 2003/16/RM
(a) For Category A rotorcraft, in the critical take-off configuration existing along the take-off path, the following apply:
(1) The steady rate of climb without ground effect, 61 m (200 ft) above the take-off surface, must be at least 30 m (100 ft) per minute, for each weight, altitude, and temperature for which take-off data are to be scheduled with:
(i) The critical engine inoperative and the remaining engines within approved operating limitations, except that for rotorcraft for which the use of 30-second/2-minute OEI power is requested, only the 2-minute OEI power may be used in showing compliance with this paragraph;
(ii) The landing gear extended; and
(iii) The take-off safety speed selected by the applicant.
(2) The steady rate of climb without ground effect, 305 m (1 000 ft) above the take- off surface, must be at least 46 m (150 ft) per minute, for each weight, altitude, and temperature for which take-off data are to be scheduled with:
(i) The critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, or at 30-minute OEI power for rotorcraft for which certification for use of 30-minute OEI power is requested;
(ii) The landing gear retracted; and
(iii) The speed selected by the applicant.
(3) The steady rate of climb (or descent), in feet per minute, at each altitude and temperature at which the rotorcraft is expected to operate and at each weight within the range of weights for which certification is requested, must be determined with:
(i) The critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, and at 30-minute OEI power for rotorcraft for which certification for the use of 30-minute OEI power is requested;
(ii) The landing gear retracted; and
(iii) The speed selected by the applicant.
(b) For multi-engine Category B rotorcraft meeting the Category A engine isolation requirements, the steady rate of climb (or descent) must be determined at the speed for best rate of climb (or minimum rate of descent) at each altitude, temperature, and weight at which the rotorcraft is expected to operate, with the critical engine inoperative and the remaining engines at maximum continuous power including continuous OEI power, if approved, and at 30-minute OEI power for rotorcraft for which certification for the use of 30-minute OEI power is requested.
CS 29.71 Helicopter angle of glide: Category B
ED Decision 2003/16/RM
For each Category B helicopter, except multi-engine helicopters meeting the requirements of CS 29.67(b) and the powerplant installation requirements of Category A, the steady angle of glide must be determined in autorotation:
(a) At the forward speed for minimum rate of descent as selected by the applicant;
(b) At the forward speed for best glide angle;
(c) At maximum weight; and
(d) At the rotor speed or speeds selected by the applicant.
ED Decision 2003/16/RM
(a) For each rotorcraft:
(1) The corrected landing data must be determined for a smooth, dry, hard and level surface;
(2) The approach and landing must not require exceptional piloting skill or exceptionally favourable conditions; and,
(3) The landing must be made without excessive vertical acceleration or tendency to bounce, nose over, ground loop, porpoise, or water loop.
(b) The landing data required by CS 29.77, 29.79, 29.81, 29.83 and 29.85 must be determined:
(1) At each weight, altitude and temperature for which landing data are approved:
(2) With each operating engine within approved operating limitations: and
(3) With the most unfavourable centre of gravity.
CS 29.77 Landing Decision Point: Category A
ED Decision 2003/16/RM
(a) The landing decision point (LDP) is the last point in the approach and landing path from which a balked landing can be accomplished in accordance with CS 29.85.
(b) Determination of the LDP must include the pilot recognition time interval following failure of the critical engine.
ED Decision 2003/16/RM
(a) For Category A rotorcraft:
(1) The landing performance must be determined and scheduled so that if the critical engine fails at any point in the approach path, the rotorcraft can either land and stop safely or climb out and attain a rotorcraft configuration and speed allowing compliance with the climb requirement of CS 29.67(a)(2);
(2) The approach and landing paths must be established with the critical engine inoperative so that the transition between each stage can be made smoothly and safely;
(3) The approach and landing speeds must be selected for the rotorcraft and must be appropriate to the type of rotorcraft; and
(4) The approach and landing path must be established to avoid the critical areas of the height-velocity envelope determined in accordance with CS 29.87.
(b) It must be possible to make a safe landing on a prepared landing surface after complete power failure occurring during normal cruise.
CS 29.81 Landing distance (ground level sites): Category A
ED Decision 2003/16/RM
The horizontal distance required to land and come to a complete stop (or to a speed of approximately 5.6 km/h (3 knots) for water landings) from a point 15 m (50 ft) above the landing surface must be determined from the approach and landing paths established in accordance with CS 29.79.
ED Decision 2003/16/RM
(a) For each Category B rotorcraft, the horizontal distance required to land and come to a complete stop (or to a speed of approximately 5.6 km/h (3 knots) for water landings) from a point 15 m (50 ft) above the landing surface must be determined with:
(1) Speeds appropriate to the type of rotorcraft and chosen by the applicant to avoid the critical areas of the height-velocity envelope established under CS 29.87; and
(2) The approach and landing made with power on and within approved limits.
(b) Each multi-engine Category B rotorcraft that meets the powerplant installation requirements for Category A must meet the requirements of:
(2) Sub-paragraph (a).
(c) It must be possible to make a safe landing on a prepared landing surface if complete power failure occurs during normal cruise.
CS 29.85 Balked landing: Category A
ED Decision 2003/16/RM
For Category A rotorcraft, the balked landing path with the critical engine inoperative must be established so that:
(a) The transition from each stage of the manoeuvre to the next stage can be made smoothly and safely;
(b) From the LDP on the approach path selected by the applicant, a safe climbout can be made at speeds allowing compliance with the climb requirements of CS 29.67(a)(1) and (2); and
(c) The rotorcraft does not descend below 4.6 m (15 ft) above the landing surface. For elevated heliport operations, descent may be below the level of the landing surface provided the deck edge clearance of CS 29.60 is maintained and the descent (loss of height) below the landing surface is determined.
CS 29.87 Height-velocity envelope
ED Decision 2003/16/RM
(a) If there is any combination of height and forward velocity (including hover) under which a safe landing cannot be made after failure of the critical engine and with the remaining engines (where applicable) operating within approved limits, a height-velocity envelope must be established for:
(1) All combinations of pressure altitude and ambient temperature for which take-off and landing are approved; and
(2) Weight, from the maximum weight (at sea-level) to the highest weight approved for take-off and landing at each altitude. For helicopters, this weight need not exceed the highest weight allowing hovering out of ground effect at each altitude.
(b) For single engine or multi-engine rotorcraft that do not meet the Category A engine isolation requirements, the height-velocity envelope for complete power failure must be established.