Helicopter Performance

Performance Class 1

Jim Lyons
Helicopter Performance – Performance Class 1

Content of Presentation

• What is Performance Class 1

• Elements of a Category A Take-off Procedure (CS/FAR 29)

• PC1 Take-off Requirements

• PC1 En-Route Requirements

• PC1 Landing Requirements

• Category A Extensions

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Helicopter Performance – Performance Class 1

Operational - Classification

Performance Class 1 operations are those with performance such that, in

the event of failure of the critical power unit, the helicopter is able to land
within the rejected take-off distance available or safely continue the flight
to an appropriate landing area, depending on when the failure occur.

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Category A – The Definition

Category A with respect to rotorcraft, means a multi-engined rotorcraft
designed with engine and system isolation features specified in CS–27 /
CS–29 and capable of operations using take-off and landing data
scheduled under a critical engine failure concept which assures adequate
designated surface area and adequate performance capability for
continued safe flight or safe rejected take-off in the event of engine
failure.

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Category A – The Application

• The provision of performance data must be supplemented by operating

rules
• Clearly it is the operational regulation which indicates how an
operation should be conducted
• JAR-OPS indicates not only when to operate within a certain
Performance Class but also specifies the requirements

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What Does Category A Provide?

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Category A – What does it Provide?

• Category A is a Certification Standard which:

• Provides assurance of continued flight in the event of failure (engine
isolation, fire protection etc); or
• Ensures design assessment to reduce the probability of failure; or
• Provides improved crashworthiness
• Requires provision of performance data so that OEI obstacle clearance in
take-off, climb, cruise and landing can be calculated.
• This Standard is built in to CS/FAR 29
• The provisions give a level of assurance that the helicopter can be
operated for continuous periods over a hostile environment

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Category A – Graphical Summary

Redundancy Crash Protection

Fuel Separation Fault Tolerance

Fire Detection Fire Suppression

Design Assessment Performance Data

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Light Twin Category A (<3175 Kg)

• FAR/CS 27 Category A:
• Light twins certificated in accordance with FAR/CS 27 may be
certificated to Category A in compliance with Appendix C of FAR/CS
27.
• Appendix C calls up a number of requirements from FAR/CS 29, which
provide a similar (but not equivalent) level of airworthiness and the
provision of performance data.
• It should not be assumed that all light twins certificated in accordance
with FAR/CS 27 have been certificated to Category A (even if
performance data is provided or available).
• For older types (AS355, Bo105, A109) certificated before Appendix C
of FAR/CS 27, there is a means of showing equivalence in JAR-OPS 3.

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What are the Elements of a Category A Take-

off Procedure (CS/FAR 29)?

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Category A Take-off (FAR/CS 29)

• AC29-2C describes Category A in the following terms:

• Takeoff
• Rejected Takeoff
• Takeoff Path
• Continued Climbout Path
• This is difference terminology than that used in JAR-OPS 3
• These terms are descriptive whilst the JAR-OPS 3 ones are prescriptive

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Category A Takeoff (CS/FAR Terminology)

1000 ft

Acceleration
from Vtoss to Vy
2nd segment climb
150ft/min at Vy
200 ft
TDP Vtoss +ROC
35ft

1st segment climb

100ft/min at Vtoss

Reject takeoff
Takeoff Path Continued Climbout Path
Distance to Vy at 200 ft
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What are the Additional Elements of a PC1

Procedure?

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Category A and
Category A PC1

Redundancy Crash Protection

Separation Fault Tolerance

Fire Detection Fire Suppression

Obstacle Clearance Performance Data

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Take-off Requirements – PC1

• Mass does not exceed the MTOM for the procedure being used
• It is possible to land on the FATO following a engine failure at or before
the TDP (a statement about the quality of the surface)
• The ‘rejected take-off distance required’ (RTODRH) is less than the
‘rejected take-off distance available (RTODAH)’; and
• The take-off distance required (TODRH) is less than take-off distance
available (TODAH); as an alternative the take-off distance required can
exceed that available providing all obstacles can be cleared by a vertical
margin of 35ft
• All of this implies a formality that is associated not only with the
procedure but with the facilities at the site

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Obstacle Clearance – PC1

• The Category A procedures provide non-adjusted profiles (they

specify the minimum climb performance required by the procedure –
i.e. take-off mass is established by using the WAT graph using the
lowest standard)

• Only from the Take-off Flight Path (which starts at the point where
Take-off Distance Required is established) does account need to be
taken of obstacles in the obstacle accountability area.

• Obstacle clearance is specified only in operational regulations (for

both PC1 and PC2) and has to be considered for departure at any
specific site.

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Provisions Given by Heliport (Annex 14)

Facilities Given by Annex 14

Provisions of the PC1 Procedure

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Obstacle Clearance – PC1

• The Category A procedures provide non-adjusted profiles (they

specify the climb performance required by the procedure – i.e. take-off
mass is established by using the WAT graph)

• Only when the Take-off Flight Path (which starts at the point where
Take-off Distance Required is established) is specified is account
taken of obstacles in the obstacle accountability area.

• Obstacle clearance is specified only in operational regulations (for

both PC1 and PC2) and might have to be calculated for each departure.

• To illustrate this a continued climbout path (using the standard climb)

is shown against an adjusted Take-off Flight Path.
Path

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PC1 Take-Off Using Category A Procedures?

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Take-off Distance Required (i)

• Take-off distance required (TODRH). The horizontal distance required

from the start of the take-off to the point at which VTOSS, a selected
height, and a positive climb gradient are achieved, following failure of
the critical power-unit being recognised at TDP, the remaining power-
unit(s) operating within approved operating limits. The selected height
is to be determined with the use of Helicopter Flight Manual data, and
is to be at least 10.7 m (35 ft) above:

(i) the take-off surface;

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Category A Clear Area Procedure

2nd segment climb

200 ft
Vtoss +ROC
35ft
1st segment climb

Reject distance
Take-off distance
Distance to Vy at 200 ft

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Operational Requirement – Take-off Distance Required (ii)

• Take-off distance required (TODRH). The horizontal distance required

from the start of the take-off to the point at which VTOSS, a selected
height, and a positive climb gradient are achieved, following failure of
the critical power-unit being recognised at TDP, the remaining power-
unit(s) operating within approved operating limits. The selected height
is to be determined with the use of Helicopter Flight Manual data, and
is to be at least 10.7 m (35 ft) above:

(i) the take-off surface; or

(ii)as an alternative, a level defined by the highest obstacle in the take-off

distance required.

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Short Field Procedure – Low obstacle

TODAH
200 ft

35 ft Highest Obstacle
Reference

Reject
Exact location of obstacle
TODRH not important (provided it
is beyond reject distance)

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Example RFM Procedure (Cat A Take-Off) – Lower Obstacle

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Short Field Procedure (Class 1) – Higher Obstacle

TODAH
200 ft

Reference 35 ft Highest Obstacle

Reject
Exact location of obstacle
TODHR not important (provided it
is beyond reject distance)

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Example RFM Procedure (Cat A Take-Off) – Higher Obstacle

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Helipad Procedure – Higher Obstacle

TODAH
200 ft

Reference 35 ft Highest Obstacle

Exact location of obstacle

TODHR not important (provided it
is beyond reject distance)

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Example Procedure (Cat A Take-Off) – AW139

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Example Procedure (Cat A Take-Off) – Bell 427/9

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Elevated Helipad Procedure

TODAH
200 ft

35 ft
Reference Highest Obstacle

TODHR Exact location of obstacle

not important (provided it
is beyond reject distance)

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Helipad Procedures – Obstacle Clearance in the Back-up

• When the back-up procedure was first produced, there was an

assumption that it would be used on an elevated helipad with clear
space around
• With the advent of a back-up procedures for a ground level site, and
the use of elevated heliports located in a rich obstacle environment,
came the need to provide guidance on obstacles clearance in the back-
up area
• As guidance was not provided in AC 29-2C, it was left to operating
regulations to fill the gap - the following text results from the
introduction of rule material into JAR-OPS 3 permitting obstacles in
the back-up area (the assumption before NPA-38 was that obstacles
would not be permitted)

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Helipad Procedures – Obstacle Clearance in the Back-up

• The profile of each of these manoeuvres has to be considered in

establishing obstacle clearance.
• In the back-up;
up the pilot has few visual cues and has to rely upon the
altimeter and sight picture through the front window (if flight path
guidance is not provided) to achieve an accurate rearward flight path.
• In the rejected take-off;
off the pilot has to be able to manage the descent
which permits a landing on the FATO - whilst ensuring clearance from
obstacles.
• In the continued take-off;
off the pilot has to be able to accelerate to Vtoss
whilst ensuring a 35ft clearance from obstacles.

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PC1 En Route

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PC1 En-Route

• En-route Performance requires the satisfaction of one of three

requirements:
• IMC; an OEI rate of climb of 50ft/min 1000ft above all obstacle (2000ft
in the mountains) within 5NM each side of the intended track
• IMC; drift down to a point 1000ft above the landing site avoiding all
obstacles by 1000ft vertically (2000ft in mountains) and 5nm laterally
• VMC; drift down to a point 1000ft above the landing site avoiding all
obstacles without flying below the appropriate minimum flight altitude
(generally accepted to be 500ft).
• Wind effect has to be taken into account
• Fuel-dump may be used when complying with specified constraints
• Accuracy of navigation has to be within 95%, or the corridor doubled

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PC1 Landing Procedures

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PC1 Landing Considerations

• Simply described landing at a location has to satisfy two criteria:

• for an engine failure at or before the LDP when the helicopter must be
able to perform a baulked landing meeting the obstacle clearance criteria;
and

• for an engine failure at or after LDP where the helicopter must be able to
land and stop on the FATO.

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Cat A Landing Procedure

LDP
Flight path meeting
The Category A take-off
climb criteria
Vtoss & +ROC

50ft
15ft

Landing Distance

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Landing Requirements – PC1

• Mass does not exceed the MTOM for the procedure being used
• following a engine failure at or before the LDP it is possible to
land and stop on the FATO or execute a balked landing clearing all
obstacles by a vertical margin of 35ft; and
• following a engine failure at or after the LDP it is possible to land
and stop on the FATO clearing all obstacles.

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Short Field Example Procedure (Cat A Take-Off) – Higher Obstacle

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Short Field Example Procedure (Cat A Landing) – Higher Obstacle

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Landing Requirements – PC1

• Mass does not exceed the MTOM for the procedure being used
• following a engine failure at or before the LDP it is possible to
land and stop on the FATO or execute a balked landing clearing all
obstacles by a vertical margin of 35ft; and
• following a engine failure at or after the LDP it is possible to land
and stop on the FATO clearing all obstacles.
• This is not as described in previous versions of JAR-OPS; which
would have required almost a flat terrain from 50ft (the equivalent of
an aeroplane threshold crossing height)

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Provisions Given by Heliport (Annex 14)

Facilities Given by Annex 14

Provisions of the PC1 Procedure

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PC1 Landing Considerations

• The LDP will be established in the Flight Manual

• Establishment of the LDP is a compromise - for other than clear areas -

because of conflicting requirements.
• It has to be at a speed which minimises drop down in the balked landing.

• It has to provide an approach angle that will provide obstacle clearance.

• The approach angle must permit a OEI safe landing (speed & ROD)

• There is a problem with older helicopters as more vertical OEI descents are
accelerative (the higher the LDP, the more vertical speed at touchdown)

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Obstacles in the Approach Sector

LDP

LDP 50ft

LDRH LDRH
LDAH LDAH

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Elevated Heliport Profile Under AC 29.75

It is usual for the procedure - including the LDP - to

be identical to a non-elevated helipad procedure

LDP
50ft
35ft

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Elevated Heliport Profile Under AC 29.75A

Deceleration Segment (AEO)

LDP 50ft

35ft

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Standard Landing Profile

LDP ‘N’

LDP ‘N’

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Entry Gate Deceleration Segment (AEO)

LDP ‘N’ LDP ‘35’ LDP ‘25’ LDP ‘10’ LDP ‘0’

LDP ‘N’ LDP ‘25’ LDP ‘10’ LDP ‘0’

LDP ‘35’

LDP ‘N’

Entry Gate

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Planning for Multi Decision Segment

• All LDPs on the deceleration segment have a mass that is the lesser of
that required for the balked landing (drop down at an associated
airspeed) and ROD at the given angle of descent (at nil wind speed)

• The chosen LDP will be establish (once-and-for-all) from the angle

given by the surveyed obstacle clearance – the mass provided by the
temperature and altitude.

• This mass may be adjusted at planning to provide a wind-improved

increment

• The pilot flies in on the deceleration segment until arriving at the gate
– direct view to the touchdown point - and then lets down

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Helipad Example Procedure (Cat A Landing) – Bell 427/9

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Multi-Plane Landing Procedure

Gate is established where

landing point is in view
LDP level Deceleration Segment

50ft

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Short Field Procedure (Class 1) – Higher Obstacle

200 ft
LDP TDP

Reference 35 ft Highest Obstacle

Reject
TODHR

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Obstacle Clearance in the Balked Landing / Continued Take-Off

• Regardless of the mass shown in the WAT chart, clearance from all
obstacles in the baulked landing sector has to be shown; this
sometimes requires that the landing mass be reduced to improve the
climb gradient.

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Category A Extension?

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Category A Extension (no requirement to reject)

• Development of more powerful light and medium twins has resulted

(in 2005) in a situation where One Engine Inoperative (OEI) Hover out
of Ground Effect (HOGE) is possible at MGW/MCTOM.
• This effectively removes the need to re-land if an engine fails early in
the take-off or late in the landing manoeuvre thus breaking the link
between PC1 and the Category A procedure (which has as an element
the limitation on the size the heliport/helideck).
• From TDP obstacle clearance still has to be shown - the Category A
profile has therefore to be the basis of the procedure.

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Category A Extension (no requirement to reject)

TDP 30ft + X

Min-dip + X
TDP 30ft

Min-dip

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Category A Extensions (adequate visual cues)

• These extensions are only available with the vertical or back-up

procedure
• There is sometimes a penalty when an elevated procedure (with the
same profile as a ground level helipad procedure) is certificated - the
reject surface is required to be greater because of the reduction of
visual cues.
• A heliport is considered to be elevated when 3m above the surrounding
area; clearly if a specific elevated heliport has a rich visual cue
environment, discretion could be applied by the Authority.
• There is no additional requirement for power reserves if this judgement
is exercised.

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Category A Extension Procedure

Elevated at 30m Elevated surface

requirements

Elevated at 3m Elevated surface

requirements

Ground level Heliport Ground level surface

requirements
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Summary

• We have examined the requirements of Category A

• We have noted the additional requirements of PC1

• We have investigated Category A extensions

• PC1 has, with the advent of modern procedures, become the most
flexible of the Performance Classes

• However PC1 still requires a formality of approach that is not possible

for the HEMS Operating Site

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Any Questions

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Helicopter Performance

Performance Class 1

Jim Lyons