AMC No. 2 to CS 25.101(c) General

• ED Decision 2003/2/RM found in: CS-25 Amdt 27 - Large Aeroplanes (Jan 2023)

AMC No. 2 to CS 25.101(c) General ED Decision 2003/2/RM 1 GENERAL - [CS 25.101](#_DxCrossRefBm1709820709) 1.1 Explanation - Propulsion System Behaviour. CS 25.101(c) requires that aeroplane “performance must correspond to the propulsive thrust available under the particular ambient atmospheric conditions, the particular flight condition, . . .” The propulsion system’s (i.e., turbine engines and propellers, where appropriate) installed performance characteristics are primarily a function of engine power setting, airspeed, propeller efficiency (where applicable), altitude, and ambient temperature. The effects of each of these variables must be determined in order to establish the thrust available for aeroplane performance calculations. 1.2 Procedures. 1.2.1 The intent is to develop a model of propulsion system performance that covers the approved flight envelope. Furthermore, it should be shown that the combination of the propulsion system performance model and the aeroplane performance model are validated by the takeoff performance test data, climb performance tests, and tests used to determine aeroplane drag. Installed propulsion system performance characteristics may be established via the following tests and analyses: a. Steady-state engine power setting vs. thrust (or power) testing. Engines should be equipped with adequate instrumentation to allow the determination of thrust (or power). Data should be acquired in order to validate the model, including propeller installed thrust, if applicable, over the range of power settings, altitudes, temperatures, and airspeeds for which approval is sought. Although it is not possible to definitively list or foresee all of the types of instrumentation that might be considered adequate for determining thrust (or power) output, two examples used in past certification programmes are: (1) engine pressure rakes, with engines calibrated in a ground test cell, and (2) fan speed, with engines calibrated in a ground test cell and the calibration data validated by the use of a flying test bed. In any case, the applicant should substantiate the adequacy of the instrumentation to be used for determining the thrust (or power) output. b. Lapse rate takeoff testing to characterise the behaviour of power setting, rotor speeds, propeller effects (i.e., torque, RPM, and blade angle), or gas temperature as a function of time, thermal state, or airspeed, as appropriate. These tests should include the operation of an Automatic Takeoff Thrust Control System (ATTCS), if applicable, and should cover the range of power settings for which approval is sought. i. Data for higher altitude power settings may be acquired via overboost (i.e., operating at a higher than normal power setting for the conditions) with the consent of the engine and propeller (when applicable) manufacturer(s). When considering the use of overboost on turbopropeller propulsion system installations to simulate higher altitude and ambient temperature range conditions, the capability to achieve an appropriate simulation should be evaluated based on the engine and propeller control system(s) and aircraft performance and structural considerations. Engine (gearbox) torque, rotor speed, or gas temperature limits, including protection devices to prohibit or limit exceedences, may prevent the required amount of overboost needed for performance at the maximum airport altitude sought for approval. Overboost may be considered as increased torque, reduced propeller speed, or a combination of both in order to achieve the appropriate blade angle for the higher altitude and ambient temperature range simulation. Consideration for extrapolations will depend on the applicant’s substantiation of the proper turbopropeller propulsion system simulated test conditions. ii. Lapse rate characteristics should be validated by takeoff demonstrations at the maximum airport altitude for which takeoff approval is being sought. Alternatively, if overboost (see paragraph (i) above) is used to simulate the thrust setting parameters of the maximum airport altitude for which takeoff approval is sought, the takeoff demonstrations of lapse rate characteristics can be performed at an airport altitude up to 915 m (3,000 feet) lower than the maximum airport altitude. c. Thrust calculation substantiation. Installed thrust should be calculated via a mathematical model of the propulsion system, or other appropriate means, adjusted as necessary to match the measured inflight performance characteristics of the installed propulsion system. The propulsion system mathematical model should define the relationship of thrust to the power setting parameter over the range of power setting, airspeed, altitude, and temperature for which approval is sought. For turbojet aeroplanes, the propulsion system mathematical model should be substantiated by ground tests in which thrust is directly measured via a calibrated load cell or equivalent means. For turbopropeller aeroplanes, the engine power measurements should be substantiated by a calibrated dynamometer or equivalent means, the engine jet thrust should be established by an acceptable engine model, and the propeller thrust and power characteristics should be substantiated by wind tunnel testing or equivalent means. d. Effects of ambient temperature. The flight tests of paragraph 1.2.1.a. above will typically provide data over a broad range of ambient temperatures. Additional data may also be obtained from other flight or ground tests of the same type or series of engine. The objective is to confirm that the propulsion system model accurately reflects the effects of temperature over the range of ambient temperatures for which approval is being sought (operating envelope). Because thrust (or power) data can usually be normalised versus temperature using either dimensionless variables (e.g., theta exponents) or a thermodynamic cycle model, it is usually unnecessary to obtain data over the entire ambient temperature range. There is no need to conduct additional testing if: i. The data show that the behaviour of thrust and limiting parameters versus ambient temperature can be predicted accurately; and ii. Analysis based upon the test data shows that the propulsion system will operate at rated thrust without exceeding propulsion system limits. 1.2.2 Extrapolation of propulsion system performance data to 915 m (3,000 feet) above the highest airport altitude tested (up to the maximum takeoff airport altitude to be approved) is acceptable, provided the supporting data, including flight test and propulsion system operations data (e.g., engine and propeller control, limits exceedence, and surge protection devices scheduling), substantiates the proposed extrapolation procedures. Considerations for extrapolation depend upon an applicant's determination, understanding, and substantiation of the critical operating modes of the propulsion system. This understanding includes a determination and quantification of the effects that propulsion system installation and variations in ambient conditions have on these modes. 2 Expansion of Takeoff and Landing Data for a Range of Airport Elevations. 2.1 These guidelines are applicable to expanding aeroplane Flight Manual takeoff and landing data above and below the altitude at which the aeroplane takeoff and landing performance tests are conducted. 2.2 With installed propulsion system performance characteristics that have been adequately defined and verified, aeroplane takeoff and landing performance data obtained at one field elevation may be extrapolated to higher and lower altitudes within the limits of the operating envelope without applying additional performance conservatisms. It should be noted, however, that extrapolation of the propulsion system data used in the determination and validation of propulsion system performance characteristics is typically limited to 915 m (3,000 feet) above the highest altitude at which propulsion system parameters were evaluated for the pertinent power/thrust setting. (See paragraph 1 of this AMC for more information on an acceptable means of establishing and verifying installed propulsion system performance characteristics.) 2.3 Note that certification testing for operation at airports that are above 2438 m (8,000 feet) should also include functional tests of the cabin pressurisation system. Consideration should be given to any other systems whose operation may be sensitive to, or dependent upon airport altitude, such as: engine and APU starting, passenger oxygen, autopilot, autoland, autothrottle system thrust set/operation."