Helicopter

Performance
• Performance Categories
• Certification
• Performance Classes
• Safety Target

An overview of the Certification and Operational Performance

Standards applicable in the EASA Environment. Simon Harlow,
1 ofFRAeS
31
What do we mean by Performance?

Manage the risks posed by engine failure

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 ICAO Annex 6
Performance Categories EASA 965-2012

With respect to helicopters, means a multi-engine helicopter

Category Provides critical engine failure
designed with engine and systems isolation features specified in • System redundancy

A
Annex 8, Part IVB, and capable of operations using take-off and • Fuel Separation
performance capability for continued
landing data scheduled under a critical engine failure concept which • Engine Isolation
flight or safe rejected take-off.
assures adequate designated surface area and adequate
performance capability for continued flight or safe rejected take-off.
• Fire Detection and
Suppression
• Crash Protection
• Fault tolerant design
• Design Assessment
Category No guaranteed
With respect to helicopters, capability to orcontinue
means a single engine multi-engine • Performance Information so
that OEI obstacle clearance in

B
helicopter which does not meet Category A standards. Category B
safe flight
helicopters have noin the event
guaranteed capabilityof an engine
to continue safe flight in take-off, climb, cruise and
landing can be calculated.
failure.
the event of an engine failure, and a forced landing is assumed.
• Take off and landing
procedures

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 CS-27
Helicopter Certification Specifications CS-29

Small Rotorcraft
Certification ≤ 3175 Kg / 7000 lbs ≤ 9 passenger seats
Specification
Multi-engine may be type certificated as Category A

27
Certification
Transport Category / Large Rotorcraft
> 3175 Kg / 7000 lbs > 9 passenger seats
Specification

29
Large rotorcraft must be certificated in accordance with either the Category A or
Category B requirements or both depending on weight and passenger seating. with
appropriate and different operating limitations for each category.

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Certification of Performance Categories

CS-27 Cat A Cat B CS-29 Cat A Cat B

≤ 3175 Kg ≤ 9072kg
Yes Yes Yes Yes
≤ 9 seats ≤ 9 seats

Cat B plus Cat A requirements of

≤ 9072kg
CS-29.67(a)(2) OEI Climb 1000’ Yes CS 29.67(a)(2), 29.87, 29.1517
≥ 10 seats
CS-29.87 Height-velocity Envelope and Subparts C, D, E, and F
CS-29.1517 Limiting height-speed envelope
≥ 9072kg Cat B plus Cat A requirements of
Yes
≤ 9 seats Subparts C, D, E, and F

CS-29 Subpart C: Strength Requirements

CS-29 Subpart D: Design and Construction ≥ 9072kg
Yes No
≥ 10 seats
CS-29 Subpart E: Powerplant
CS-29 Subpart F: Equipment

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Regulation and Certification
Helicopter Performance and Operating Limitations

Certification Small Rotorcraft Category

Critical engine failure
Specification performance capability
27 ≤ 3175 Kg / 7000 lbs
≤ 9 passenger seats
A for continued flight or
safe rejected take-off.

Certification Transport Category / Category

No guaranteed capability
Specification
Large Rotorcraft to continue safe flight in
29 > 3175 Kg / 7000 lbs
> 9 passenger seats
B the event of an engine
failure.

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 CS-29
Certification AC-29-2C
Acceptable Means of Compliance

CS–29 BOOK 2 Acceptable Means of Compliance

AMC 29 General
1. The AMC to CS–29 consists of FAA AC 29-2C
— Change 7, dated 4 February 2016 with the
changes/additions given in this Book 2 of CS–29.

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 AC-29-2C
Certification
HV Envelope / Category B Operations

….any combination of height and forward velocity

(including hover) under which a safe landing
cannot be made after failure of the critical
engine…..

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 AC-29-2C
Category A
Clear Area Take Off Performance

TDP: Take-off Decision Point

Rejected Take Off
Take Off Distance
• Take-off to 35’ and VTOSS
• Min 15’ clearance
1st Segment Climb
• Climb to 200’ @ VTOSS
Level Acceleration to VY (200’)
2nd Segment Climb
• 200’ to 1000’ @ VY

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 AC-29-2C
Category A
Clear Area Landing Performance

LDP: Landing Decision Point

Baulked Landing
• VTOSS
• Min 15’ clearance
Landing Distance
1st Segment Climb
• Climb to 200’ @ VTOSS
Level Acceleration to VY (200’)
2nd Segment Climb
• 200’ to 1000’ @ VY

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 AC-29-2C
Category A
Vertical Take Off

Vertical Climb
Vertical Reject
TDP: Take-off Decision Point
TDP to VTOSS
• Min 15’ clearance
1st Segment Climb
• Climb to 200’ @ VTOSS
Level Acceleration to VY (200’)
2nd Segment Climb
• 200’ to 1000’ @ VY
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Category A
Vertical Take off and HV Envelope

AC 29.79. (Amendment 29-21)

Limiting Height-Speed Envelope.
(9) Vertical take-off and landing (VTOL)
testing normally does not require
separate HV testing. The take-off and
landing tests take on the combined
characteristics of take-off, landing, and
HV tests.

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 AC-29-2C
Category A
Vertical Take Off With Drop Down
Vertical Climb
Vertical Reject
TDP: Take-off Decision Point
Take-off to VTOSS
• Min 15’ clearance
1st Segment Climb
• climb to 200’ @ VTOSS
Level Acceleration to VY (200’)
2nd Segment Climb
• 200’ to 1000’ @ VY
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 AC-29-2C
Category A
Vertical Landing

LDP: Landing Decision Point

Baulked Landing
• VTOSS
• Min 15’ Fly away
Landing
1st Segment Climb
• Climb to 200’ @ VTOSS
Level Acceleration to VY (200’)
2nd Segment Climb
• 200’ to 1000’ @ VY
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Performance Category A
Observations

CS 29.45 General:
(a) The performance prescribed in this subpart must be determined:
(1) With normal piloting skill; and
(2) Without exceptionally favourable conditions.

Application is Inconsistent between OEMs and between types

EASA 965/2012
GM appears to contradict AMC in places.

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 ICAO Annex 6
Operational Regulations EASA 965-2012
Performance Classes

land within the rejected

Operations with performance such that, in the event of a critical engine failure, performance is available

PC1 to enable the helicopter to safely continue the flight to an appropriate landing area, unless the failure
safely continue OR
take-off/landing area.
occurs prior to reaching the take-off decision point (TDP) or after passing the landing decision point
(LDP), in which cases the helicopter must be able to land within the rejected take-off or landing area.

forced landing during

Operations with performance such that, in the event of a critical engine failure, performance is available

PC2 to enable the helicopter to safely continue the flight to an appropriate landing area, except when the
safely continue OR
take-off/landing
failure occurs early during the take-off manoeuvre or late in the landing manoeuvre, in which
forced landing may be required.
cases a
Reasonable
expectancy
of
NO
Safefailure
ForcedatLanding
PC3 a forced landing will
Unavoidable
forced landing will be required. be
landing required.
Operations with performance such that, in the event of an engine injuries
any time during the
or ditching with a reasonable expectancy
of no injuries to persons in the aircraft or on the surface
flight, a

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 safely continue ORland
landwithin
withinthe
therejected
rejected
PC1 safely continue OR
take-off/landing
take-off/landingarea.
area.
• Operating in Performance Class 1
• Category A data and procedures
• OEI Obstacle Clearance
Take off
Decision
Point

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 land within the rejected
PC1 safely continue OR
take-off/landing area.
• Operating in Performance Class 1
• Using Category A data and procedures
• OEI Obstacle Clearance
Landing
Decision
Point

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 forced landing during
PC2 safely continue OR
take-off/landing
• Operating in Performance Class 2
• AEO Obstacle clearance below 200’ / DPATO
• OEI Obstacle clearance above 200’ / DPATO (Category A data / procedures)
Defined
Point
After
Take
< 200’ above FATO
Off

Clearway

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 PC3 a forced landing will be required.

• Operating in Performance Class 3

• AEO Obstacle clearance

FATO

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 ICAO Annex 6
Relating Category to Performance Class

Take off or landing from/to heliports in a

Category
Helicopters Operating in
Performance Classes 1 and 2
PC1 congested hostile environment should
only be conducted in Performance Class 1
should be certificated in
A Category A Operations in Performance Class 2 should

PC2 only be conducted with a safe forced

landing capability during take-off and
landing

Category Helicopters operating in

Operations in Performance Class 3 should

B
Performance Class 3 should be
certificated in either Category A PC3 be conducted in a non-hostile
environment
or Category B or equivalent

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Congested / Hostile Environment

‘Congested Area’ means in relation to a city, town or settlement, any area which is
substantially used for residential, commercial or recreational purposes;
‘Hostile Environment’ means:
an area in which:
(i) a safe forced landing cannot be accomplished because the surface is
inadequate; or
(ii) the helicopter occupants cannot be adequately protected from the elements;
or
(iii) search and rescue response/capability are not provided consistent with
anticipated exposure; or
(iv) there is an unacceptable risk of endangering persons or property on the
ground;

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Congested / Hostile Environment

‘Non-Hostile Environment’ means

An environment in which:
• A safe forced landing can be accomplished
• The helicopter occupants can be protected from the elements
• Search and rescue response/capability is provided consistent with the
anticipated exposure

• In any case, those parts of a congested area with adequate safe forced
landing areas shall be considered non-hostile

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 EASA 965-2012
Performance Requirements CAT.POL.H.100
What Performance Class?

MOPSC PC 1 PC 2 PC 3

Congested PIS
All YES NO
Hostile CAT.POL.H 225

Helideck
> 19 YES CAT.POL.H 305 NO
Not
≤ 19
Congested YES YES NO
>9
Hostile
≤9 YES YES YES

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Performance Classes
Performance requirements

PC 1 PC 2 PC 3
Before
Cat A Safe Forced Landing Safe Forced Landing
TDP / DPATO
Take Off
After
Cat A Cat A Safe Forced Landing
TDP/DPATO

Cruise Cruise Cat A Cat A Safe Forced Landing

Before
Cat A Cat A Safe Forced Landing
LDP / DPBL
Landing
After
Cat A Safe Forced Landing Safe Forced Landing
LDP / DPBL

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Performance Classes
Exposure Approvals
• CAT.POL.H.225
• Public Interest Sites PC 1 PC 2 PC 3
Safe Forced Landing
Before CAT A Safe Forced Landing Safe Forced Landing
• CAT.POL.H.305 TDP / DPATO
Cat A
CAT.POL.H.225
Safe Forced Landing
CAT.POL.H.305
Safe Forced Landing
CAT.POL.H.305
CAT.POL.H.305
CAT.POL.H.420
• PC2 / PC3 without Take Off
After Safe Forced Landing
safe forced landing TDP/DPATO
Cat A Cat A Safe Forced Landing
CAT.POL.H.420
capability during
take off / landing
Cruise Cruise Cat A Cat A
Safe Forced Landing
Safe Forced Landing
CAT.POL.H.420

• CAT.POL.H.420 Before
LDP / DPBL
Cat A Cat A
Safe Forced Landing
Safe Forced Landing
CAT.POL.H.420
• PC3 without safe Landing Safe Forced Landing
forced landing After CAT A
Cat A
Safe Forced Landing
Safe Forced Landing
Safe Forced Landing
Safe
CAT.POL.H.305
Forced Landing
capability non- LDP / DPBL CAT.POL.H.225 CAT.POL.H.305 CAT.POL.H.305
CAT.POL.H.420
congested hostile
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 ICAO Annex 6
Performance Classes EASA 965-2012
Exposure Time

The actual period during

which the performance of the
helicopter with the critical
engine inoperative in still air Exposure Time =
does not guarantee a safe
forced landing or the safe
Managed Risk
continuation of the flight.

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Safety Target
Exposure Approvals (Twin Engine)

ICAO and EASA use 5 x 10-8 in their regulations.

Acceptable Level of Safety (per event) = 5 x 10-8
Minimum Engine Reliability Rate = 1 x 10-5
Engine failure probability (2 engines) = 2 x 10-5

Maximum exposure time for engine failure at ALOS

Acceptable Level Of Safety 5 x 10-8 = 2.5 x 10-3 Hours = 9 seconds

Engine Failure Rate 2 x 10-5

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Conclusions

• The rules are not always clear, nor fully aligned

• Certification in Category A certification provides the capability, performance
data and procedures necessary to operate in PC 1 and PC 2.
• We operate in Performance Classes
• PC 2 is essentially PC 1 with PC 3 Take Off and Landing
• Unless approvals are granted operations requiring safe forced landing are
restricted to PC2 take off and landing in non congested hostile landing sites
and PC3 over non hostile terrain
• The HV diagram, by definition, whether a limitation or not, applies to PC 2 &
PC 3 take offs and landings.

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Conclusion
Accident Rates (CAA)

Onshore Helicopter Accident Rate = 3.54 x 10-5

Acceptable Level of Safety = 5.00 x 10-8

Twin engine operations using 9 second exposure is 0.141% of the current

accident risk.

Are we looking in the right place?

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