Federal Aviation Federal Aviation

Administration Administration

Helicopter
Performance in
HEMS

Presented to:
By:
Date:
Presented to: AeroMed Africa 2012
By: Stephen Barbini, Rotorcraft Directorate, ASW-111
Date: March 15, 2012
Objectives

• After this presentation, the audience will:

– Understand the certification aspects of Category-A
and Category-B
– Understand the operational aspects of Helicopter
Performance Classes (JAR-OPS 3)
– Understand the risk tradeoffs of operating in
Performance Classes
– Understand the European and United States
authorities’ requirements and positions for
Performance Class

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What is Category-A?
• Certification Standard
• Three requirements (§1.1):
– Design: multi-engine rotorcraft, with engine and system
isolation features;
– Procedures: scheduled takeoff / landing profile; AND
– Performance: ensures OEI climb capability.
 Guaranteed continued safe flight and landing following failure of
critical engine at any point along the takeoff or landing path.

• Category-B rotorcraft have no guaranteed stay-up

ability:
– Single engine or lack of system separation;
– Lack of OEI climb performance, etc.

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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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Cat-A Takeoff Profile (clear area)

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Cat-A Takeoff Profile (elevated heliport)

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Certification versus Operation

• Aircraft Certification:
– Certifies that the rotorcraft complies with the design,
performance and procedures requirement of
Category-A
• Performance and procedures are presented in the
approved flight manual
– Does not mandate when Category-A performance
and procedures must be utilized
• Flight Standards:
– Grants approvals for operations defined in operating
rules or operational specifications

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Performance Classes

• JAR-OPS 3 defines numerous helicopter

operations (Performance Classes)
• Hostile Environment:
– A safe forced landing cannot be accomplished due
to an inadequate surface
– The helicopter occupants cannot be adequately
protected from the elements
– SAR capability not available, commensurate with
anticipated exposure
– Unacceptable risk to persons / property on the
ground

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Performance Classes (continued)

• PC1
– Requires a rotorcraft certified as Category-A
– Requires surveyed takeoff and landing sites
– Must be able to continue safe flight or land within
designated landing area following an engine failure
• Does not permit forced landings

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 Performance Classes (continued)
Performance Class 1

Redundancy Crash Protection

Separation Fault Tolerance

Fire Detection Fire Suppression

Obstacle Clearance Performance Data

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Performance Classes (continued)

• PC2
– Requires a rotorcraft certified as Category-A
– Permits the possibility of a safe, forced landing
• What effect does a Hostile Environment have on PC2?
– Ends at 200 feet above takeoff surface
• Defaults to PC1 OEI obstacle clearance above 200 feet
• PC2 with Exposure
– Permits a pre-defined exposure to hostile
environments up to 200 feet above the takeoff surface
• Based on engine reliability

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Performance Classes (continued)

• PC3
– Permits rotorcraft certified as Category-B
– Does not require safe OEI fly-away capability
– Requires safe, forced landing after an engine failure
• Exceptions may be permitted

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Which PC is Appropriate?

• The key goal is for all pilots to evaluate

helicopter performance, payload,
temperature, pressure altitude and winds
before every flight and then to fly
disciplined take-off and landing profiles that
minimize the potential consequences of
engine failures.

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Tradeoffs

• PC1
– Safest and most stringent
 Must have a surveyed operations site
• PC2
– May permit a higher takeoff/landing weight than PC1
– Does not require a surveyed operations site
 May not be able to avoid a forced landing

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Tradeoffs

• PC2 with Exposure

– May permit a higher takeoff/landing weight than PC1
– Gives consideration to obstacles
 Exposed for up to 9 seconds
• PC3
– Permits single-engine rotorcraft
– May permit a higher takeoff/landing weight than PC1
or PC2
 Stay-up capability not guaranteed after an engine
failure
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EASA Position

• EASA has transposed JAR-OPS 3 into

EASA OPS.
– No significant differences

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FAA Position

• The FAA has not adopted JAR-OPS 3

– Rotorcraft transport operations fall under the purview
of 14 CFR 135
• Supplemented with Operational Specifications

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 Questions?

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