AMC 25.109(f) Accelerate-stop distance: credit for reverse thrust.

ED Decision 2003/2/RM

In accordance with CS 25.109(f), reverse thrust may not be used to determine the accelerate-stop distances for a dry runway. For wet runway accelerate-stop distances, however, CS 25.109(f) allows credit for the stopping force provided by reverse thrust, if the requirements of CS 25.109(e) are met. In addition, the procedures associated with the use of reverse thrust, which CS 25.101(f) requires the applicant to provide, must meet the requirements of CS 25.101(h). The following criteria provide acceptable means of demonstrating compliance with these requirements:

1       Procedures for using reverse thrust during a rejected take-off must be developed and demonstrated. These procedures should include all of the pilot actions necessary to obtain the recommended level of reverse thrust, maintain directional control and safe engine operating characteristics, and return the reverser(s), as applicable, to either the idle or the stowed position. These procedures need not be the same as those recommended for use during a landing stop, but must not result in additional hazards, (e.g., cause a flame out or any adverse engine operating characteristics), nor may they significantly increase flightcrew workload or training needs.

2       It should be demonstrated that using reverse thrust during a rejected take-off complies with the engine operating characteristics requirements of CS 25.939(a). No adverse engine operating characteristics should be exhibited. The reverse thrust procedures may specify a speed at which the reverse thrust is to be reduced to idle in order to maintain safe engine operating characteristics.

3       The time sequence for the actions necessary to obtain the recommended level of reverse thrust should be demonstrated by flight test. The time sequence used to determine the accelerate-stop distances should reflect the most critical case relative to the time needed to deploy the thrust reversers. For example, on some aeroplanes the outboard thrust reversers are locked out if an outboard engine fails. This safety feature prevents the pilot from applying asymmetric reverse thrust on the outboard engines, but it may also delay the pilot’s selection of reverse thrust on the operable reversers. In addition, if the selection of reverse thrust is the fourth or subsequent pilot action to stop the aeroplane (e.g., after manual brake application, thrust/power reduction, and spoiler deployment), a one second delay should be added to the demonstrated time to select reverse thrust. (See figure 1 of AMC 25.101(h)(3).)

4       The response times of the affected aeroplane systems to pilot inputs should be taken into account. For example, delays in system operation, such as thrust reverser interlocks that prevent the pilot from applying reverse thrust until the reverser is deployed, should be taken into account. The effects of transient response characteristics, such as reverse thrust engine spin-up, should also be included.

5       To enable a pilot of average skill to consistently obtain the recommended level of reverse thrust under typical in-service conditions, a lever position that incorporates tactile feedback (e.g., a detent or stop) should be provided. If tactile feedback is not provided, a conservative level of reverse thrust should be assumed.

6       The applicant should demonstrate that exceptional skill is not required to maintain directional control on a wet runway with a 19 km/h (ten knot) crosswind from the most adverse direction. For demonstration purposes, a wet runway may be simulated by using a castering nosewheel on a dry runway. Symmetric braking should be used during the demonstration, and both all-engines-operating and critical-engine-inoperative reverse thrust should be considered. The brakes and thrust reversers may not be modulated to maintain directional control. The reverse thrust procedures may specify a speed at which the reverse thrust is reduced to idle in order to maintain directional controllability.

7       To meet the requirements of CS 25.101(h)(2) and 25.109(e)(1) the probability of failure to provide the recommended level of reverse thrust should be no greater than 1 per 1000 selections. The effects of any system or component malfunction or failure should not create an additional hazard.

8       The number of thrust reversers used to determine the wet runway accelerate-stop distance data provided in the AFM should reflect the number of engines assumed to be operating during the rejected take-off along with any applicable system design features. The all-engines-operating accelerate-stop distances should be based on all thrust reversers operating. The one-engine-inoperative accelerate-stop distances should be based on failure of the critical engine. For example, if the outboard thrust reversers are locked out when an outboard engine fails, the one-engine-inoperative accelerate stop distances can only include reverse thrust from the inboard engine thrust reversers.

9       For the engine failure case, it should be assumed that the thrust reverser does not deploy (i.e., no reverse thrust or drag credit for deployed thrust reverser buckets on the failed engine).

10      For approval of dispatch with one or more inoperative thrust reverser(s), the associated performance information should be provided either in the Aeroplane Flight Manual or the Master Minimum Equipment List.

11      The effective stopping force provided by reverse thrust in each, or at the option of the applicant, the most critical take-off configuration, should be demonstrated by flight test. Flight test demonstrations should be conducted to substantiate the accelerate-stop distances, and should include the combined use of all the approved means for stopping the aeroplane. These demonstrations may be conducted on a dry runway.

12      For turbo-propeller powered aeroplanes, the criteria of paragraphs 1 to 11 above remain generally applicable. Additionally, the propeller of the inoperative engine should be in the position it would normally assume when an engine fails and the power lever is closed. Reverse thrust may be selected on the remaining engine(s). Unless this is achieved by a single action to retard the power lever(s) from the take-off setting without encountering a stop or lockout, it must be regarded as an additional pilot action for the purposes of assessing delay times. If this is the fourth or subsequent pilot action to stop the aeroplane, a one second delay should be added to the demonstrated time to select reverse thrust.