Appendix D

Criteria for determining minimum flight crew. The following are considered by the Agency in determining the minimum flight crew under § 25.1523:

a. Basic workload functions. The following basic workload functions are considered: (1) Flight path control.

(2) Collision avoidance. (3) Navigation.

(4) Communications.

(5) Operation and monitoring of aircraft engines and systems.

(6) Command decisions.

b. Workload factors. The following workload factors are considered significant when analyzing and demonstrating workload for minimum flight crew determination:

(1) The accessibility, ease, and simplicity of operation of all necessary flight, power, and equipment controls, including emergency fuel shutoff valves, electrical controls, electronic controls, pressurization system controls, and engine controls.

(2) The accessibility and conspicuity of all necessary instruments and failure warning devices such as fire warning, electrical system malfunction, and other failure or caution indicators. The extent to which such instruments or devices direct the proper corrective action is also considered.

(3) The number, urgency, and complexity of operating procedures with particular consideration given to the specific fuel management schedule imposed by center of gravity, structural or other considerations of an airworthiness nature, and to the ability of each engine to operate at all times from a single tank or source which is automatically replenished if fuel is also stored in other tanks.

(4) The degree and duration of concentrated mental and physical effort involved in normal operation and in diagnosing and coping with malfunctions and emergencies.

(5) The extent of required monitoring of the fuel, hydraulic, pressurization, electrical, electronic, deicing, and other systems while en route.

(6) The actions requiring a crewmember to be unavailable at his assigned duty station, including: observation of systems, emergency operation of any control, and emergencies in any compartment.

(7) The degree of automation provided in the aircraft systems to afford (after failures or malfunctions) automatic crossover or isolation of difficulties to minimize the need for flight crew action to guard against loss of hydraulic or electric power to flight controls or to other essential systems.

(8) The communications and navigation workload.

(9) The possibility of increased workload associated with any emergency that may lead to other emergencies.

I-Limited Weight Credit For Airplanes Equipped With Standby Power

(a) Each applicant for an increase in the maximum certificated takeoff and landing weights of an airplane equipped with a type-certificated standby power rocket engine may obtain an increase as specified in paragraph (b) if—

(1) The installation of the rocket engine has been approved and it has been established by flight test that the rocket engine and its controls can be operated safely and reliably at the increase in maximum weight; and

(2) The Airplane Flight Manual, or the placard, markings or manuals required in place thereof, set forth in addition to any other operating limitations the Administrator may require, the increased weight approved under this regulation and a prohibition against the operation of the airplane at the approved increased weight when

(1) The installed standby power rocket engines have been stored or installed in excess of the time limit established by the manufacturer of the rocket engine (usually stenciled on the engine casing); or

(ii) The rocket engine fuel has been expended or discharged.

(b) The currently approved maximum takeoff and landing weights at which an airplane is certificated without a standby power rocket engine installation may be increased by an amount that does not exceed any of the following:

(1) An amount equal in pounds to 0.014 IN, where I is the maximum usable impulse in pounds-seconds available from each standby power rocket engine and N is the number of rocket engines installed.

(2) An amount equal to 5 percent of the maximum certificated weight approved in accordance with the applicable airworthiness regulations without standby power rocket engines installed.

(3) An amount equal to the weight of the rocket engine installation.

(4) An amount that, together with the currently approved maximum weight, would

equal the maximum structural weight established for the airplane without standby rocket engines installed.

II-Performance Credit for Transport Category Airplanes Equipped With Standby Power

The Administrator may grant performance credit for the use of standby power on transport category airplanes. However, the performance credit applies only to the maximum certificated takeoff and landing weights, the takeoff distance, and the takeoff paths, and may not exceed that found by the Administrator to result in an overall level of safety in the takeoff, approach, and landing regimes of flight equivalent to that prescribed in the regulations under which the airplane was originally certificated without standby power. For the purposes of this Appendix, "standby power" is power or thrust, or both, obtained from rocket engines for a relatively short period and actuated only in cases of emergency. The following provisions apply:

(1) Takeoff; general. The takeoff data prescribed in §§ (2) and (3) must be determined at all weights and altitudes, and at ambient temperatures if applicable, at which performance credit is to be applied.

(2) Takeoff path.

takeoff

(a) The one-engine-inoperative path with standby power in use must be determined in accordance with the performance requirements of the applicable airworthiness regulations.

takeoff

(b) The one-engine-inoperative. path (excluding that part where the airplane is on or just above the takeoff surface) determined in accordance with paragraph (a) of this section must lie above the oneengine-inoperative takeoff path without standby power at the maximum takeoff worthiness requirements are met. For the weight at which all of the applicable airpurpose of this comparison, the flight path is considered to extend to at least a height of 400 feet above the takeoff surface.

(c) The takeoff path with all engines operating, but without the use of standby power, must reflect a conservatively greater overall level of performance than the oneengine-inoperative takeoff path established in accordance with paragraph (a) of this section. The margin must be established by the Administrator to insure safe day-to-day operations, but in no case may it be less than 15 percent. The all-engines-operating takeoff path must be determined by a procedure consistent with that established in complying with paragraph (a) of this section.

(d) For reciprocating-engine-powered airplanes, the takeoff path to be scheduled in the Airplane Flight Manual must represent the one-engine-inoperative takeoff path de

termined in accordance with paragraph (a) of this section and modified to reflect the procedure (see § (6)) established by the applicant for flap retraction and attainment of the en route speed. The scheduled takeoff path must have a positive slope at all points of the airborne portion and at no point must it lie above the takeoff path specified in paragraph (a) of this section.

(3) Takeoff distance. The takeoff distance must be the horizontal distance along the one-engine-inoperative takeoff path determined in accordance with § (2) (a) from the start of the takeoff to the point where the airplane attains a height of 50 feet above the takeoff surface for reciprocating-enginepowered airplanes and a height of 35 feet above the takeoff surface for turbine-powered airplanes.

(4) Maximum certificated takeoff weights. The maximum certificated takeoff weights must be determined at all altitudes, and at ambient temperatures, if applicable, at which performance credit is to be applied and may not exceed the weights established in compliance with paragraphs (a) and (b) of this section.

(a) The conditions of § (2) (b) through (d) must be met at the maximum certificated takeoff weight.

(b) Without the use of standby power, the airplane must meet all of the en route requirements of the applicable airworthiness regulations under which the airplane was originally certificated. In addition, turbinepowered airplanes without the use of standby power must meet the final takeoff climb requirements prescribed in the applicable airworthiness regulations.

(5) Maximum certificated landing weights. (a) The maximum certificated landing weights (one-engine-inoperative approach and all-engines-operating landing climb) must be determined at all altitudes, and at ambient temperatures if applicable, at which performance credit is to be applied and must not exceed that established in compliance with paragraph (b) of this section.

(b) The flight path, with the engines operating at the power or thrust, or both, appropriate to the airplane configuration and with standby power in use, must lie above the flight path without standby power in use at the maximum weight at which all of the applicable airworthiness requirements are met. In addition, the flight paths must comply with subparagraphs (i) and (ii) of this paragraph.

(i) The flight paths must be established without changing the appropriate airplane configuration.

(11) The flight paths must be carried out for a minimum height of 400 feet above the point where standby power is actuated.

(6) Airplane configuration, speed, and power and thrust; general. Any change in the airplane's configuration, speed, and power or thrust, or both, must be made in accordance with the procedures established by the applicant for the operation of the airplane in service and must comply with paragraphs (a) through (c) of this section. In addition, procedures must be established for the execution of balked landings and missed approaches.

(a) The Administrator must find that the procedure can be consistently executed in service by crews of average skill.

(b) The procedure may not involve methods or the use of devices which have not been proven to be safe and reliable.

(c) Allowances must be made for such time delays in the execution of the procedures as may be reasonably expected to occur during service.

(7) Installation and operation; standby power. The standby power unit and its installation must comply with paragraphs (a) and (b) of this section.

(a) The standby power unit and its installation must not adversely affect the safety of the airplane.

(b) The operation of the standby power unit and its control must have proven to be safe and reliable.

[Amdt. 25-6, 30 F.R. 8468, July 2, 1965]

Appendix F

AN ACCEPTABLE TEST PROCEDURE FOR SHOWING COMPLIANCE WITH SECTION 25.853

(a) Conditioning. Specimens must be conditioned at 70° F. plus or minus 5° and at 50 percent plus or minus 5 percent relative humidity until moisture equilibrium is reached. Only one specimen at a time may be removed from the conditioned environment immediately before subjecting it to the flame.

(b) Specimen configuration. The specimen must be no thicker than the minimum thickness to be qualified for use in the airplane. Rigid and flexible specimens, 42 inches by 121⁄2 inches, or the actual size used in the airplane must be clamped in a metal frame so that the two long edges and one end are held securely. The frame must be such that the exposed area is at least 2 inches wide and 111⁄2 inches long unless the actual size used in the airplane is smaller. In the case of fabrics, the direction of the weave corresponding to the most critical burn rate must be parallel to the longest dimension.

(c) Apparatus. The tests must be conducted in a sheet metal cabinet of appropriate size provided with a door containing a glass insert for observing the burning specimen. The cabinet top must contain a baffled vent. There must be baffled holes or similar

means of ventilation near the bottom of the cabinet. Larger panels need not be tested in this apparatus but must be tested in similar draft-free conditions.

(d) Horizontal test. A minimum of three specimens must be tested and the results averaged. Each specimen must be supported horizontally. The surface exposed to the air when installed in the aircraft must be face down for the test. The specimen must be ignited by a Bunsen burner or Tirrill burner with a nominal three-eighths inch I.D. tube adjusted to give a flame of 11⁄2 inches in height with the air completely shut off. The specimen must be positioned so that the edge being tested is three-fourths of an inch above the top of, and on the center line of, the burner. The flame must be applied for 15 seconds and then removed. Char length must be noted when testing for compliance with § 25.853 (a). To determine burn rate for compliance with § 25.858 (b), a minimum of 10 inches of the specimen must be used for timing purposes, approximately 11⁄2 inches must burn before the burning front reaches the timing zone, and the average burn rate must not exceed 4 inches per minute. If, in testing for compliance with § 25.853(b), the specimens do not support combustion after the ignition flame is applied for 15 seconds, or if the flame extinguishes itself and subsequent burning without a flame does not extend into the undamaged areas, the material is also acceptable.

(e) Vertical test. A minimum of three specimens must be tested and the results averaged. Each specimen must be supported vertically. Ceiling or floor panels may be tested with any edge down. Rigid specimens of materials mounted vertically in the airplane must be oriented for the test in the same manner as oriented in the airplane. The specimen must be ignited by a Bunsen or Tirrill burner with a nominal three-eighths inch I.D. tube adjusted to give a flame of 11⁄2 inches in height with the air completely shut off. The center line of the burner must be in line with a surface of the material being tested or, in the case of fabricated units, must be in line with the surface exposed to the air in the airplane. The lower edge of the specimen being tested must be three-fourths inch above the top of the burner. The flame must be applied for 12 seconds and then removed. Char length must be noted.

(f) Char length. Char length for fabrics and coated fabrics is the distance from the specimen end that was exposed to the flame to the end of a tear made lengthwise on the specimen through the center of the charred area. The tear must be made as follows: A hook must be inserted in the specimen at one side of the charred areas one-fourth

99-130-69-18