CS ACNS.E.LAD.210 Normal operation
ED Decision 2021/008/R
(a) The system is automatically armed at the beginning of the flight and while the aircraft is still above the departure airfield.
(b) The system remains armed at least as long as the aircraft is airborne.
[Issue: CS-ACNS/3]
AMC1 ACNS.E.LAD.210 Normal operation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE APPLICABLE TO ALL SOLUTIONS
The correct arming of the system should be demonstrated through dedicated testing during certification, and, if necessary, through system status monitoring.
[Issue: CS-ACNS/3]
AMC2 ACNS.E.LAD.210 Normal operation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE SPECIFIC TO SOLUTIONS BASED ON AN ELT(DT)
(a) The system should meet the conditions of AMC1 ACNS.E.LAD.210.
(b) Except for specific operations, such as maintenance, an arming and a disarming signal should be automatically sent to the ELT(DT). The ELT(DT) should be armed no later than when the aircraft becomes airborne.
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.210 Normal operation
ED Decision 2021/008/R
GUIDANCE FOR SOLUTIONS BASED ON AN ADFR
‘armed’ ADFR means that the ADFR is ready to be deployed as soon as its sensors detect an accident.
[Issue: CS-ACNS/3]
GM2 ACNS.E.LAD.210 Normal operation
ED Decision 2021/008/R
GUIDANCE FOR SOLUTIONS BASED ON AN ELT(DT)
Arming and disarming of an ELT(DT) is defined in EUROCAE ED-62B (including Change 1), Section 2.9.5.1. Arming results in the transition to the armed state. Disarming results in the transition to the disarmed state.
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.230 Continued operation after losing normal electrical power
ED Decision 2021/008/R
(a) If the system does not include deployable equipment, it remains armed or activated throughout the following:
(1) flight with normal electrical power, for the maximum possible duration of flight in that condition, followed by;
(2) flight with all the systems generating normal electrical power inoperative, for the maximum possible duration of flight in that condition.
(b) If the system includes deployable equipment, it remains armed or activated throughout the following:
(1) flight with normal electrical power, for the maximum possible duration of flight in that condition, followed by;
(2) flight with all the systems generating normal electrical power inoperative, for the maximum possible duration of flight in that condition, followed by;
(3) 15 minutes on the ground with all systems generating normal electrical power inoperative.
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.230 Continued operation after losing normal electrical power
ED Decision 2021/008/R
COMMON GUIDANCE FOR ALL SOLUTIONS
(a) The system could remain armed or activated throughout the sequences specified in CS ACNS.E.LAD.230 by installing an ELT(AF) or (AP).
(b) It is recommended to minimise the probability of inadvertent transmission of a disarming signal during a crash impact.
[Issue: CS-ACNS/3]
GM2 ACNS.E.LAD.230 Continued operation after losing normal electrical power
ED Decision 2021/008/R
GUIDANCE FOR SOLUTIONS BASED ON AN ADFR
The 15-minute period on the ground with all the systems generating normal electrical power inoperative is intended to cover the case of a ditching if the ADFR sensors do not detect a crash impact condition (no severe damage to the airframe). Depending on the ditching condition, the aircraft may stay afloat for a certain time, resulting in a delay before a water immersion sensor triggers the deployment. If the aircraft stays afloat for more than 15 minutes, it is assumed that the ditching conditions allow some flight or cabin crew members to manually activate the ELT that is integrated into the deployable package of the ADFR or is attached to the aircraft, and that ELT(S)s, when present, are also activated.
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.240 Automatic activation
ED Decision 2021/008/R
(a) The system is automatically activated when an accident during which the aircraft is severely damaged has just occurred, is occurring, or is likely to occur within minutes.
(b) The system is not automatically activated in other conditions than those specified in (a).
[Issue: CS-ACNS/3]
AMC1 ACNS.E.LAD.240 Automatic activation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE SPECIFIC TO SOLUTIONS BASED ON AN ADFR
Meeting the conditions of AMC2 ACNS.E.LAD.020 satisfies CS ACNS.E.LAD.240.
[Issue: CS-ACNS/3]
AMC2 ACNS.E.LAD.240 Automatic activation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE APPLICABLE TO SOLUTIONS BASED ON AN ELT(DT) AND TO SOLUTIONS BASED ON HRT
(a) The system should include an automatic triggering function to activate the ELT(DT) or the HRT, as applicable.
(b) The criteria that are used by the automatic triggering function should comply with EUROCAE ED-237, except that if the aircraft is not equipped with an ELT(AF) or (AP), the automatic triggering function should not be inhibited when the aircraft is airborne. If the accidents and incidents flight data sets that are referred to in EUROCAE ED-237, Appendix 1 do not cover all possible scenarios, additional accident or incident flight data sets should be included to verify the event detection rate.
(c) In addition to (b), the system should be automatically activated upon detection of conditions that:
(1) occur during the flight,
(2) disable the automatic triggering function, and
(3) are unlikely during normal aircraft operation.
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.240 Automatic activation
ED Decision 2021/008/R
COMMON GUIDANCE FOR ALL SOLUTIONS
(a) As specified in EUROCAE ED-237, ‘A minimum occurrence duration of a particular condition of a scenario (the persistence time) should also be considered as part of the triggering criteria logic’. For each of the criteria, a trade-off needs to be found between reliable detection of accidents and limiting the frequency of nuisance activation.
(b) The system may automatically transmit signals other than activation signals and deactivation signals. However, CS ACNS.E.LAD.240 restricts the automatic transmission of activation signals to accidents during which the aircraft is severely damaged.
[Issue: CS-ACNS/3]
GM2 ACNS.E.LAD.240 Automatic activation
ED Decision 2021/008/R
GUIDANCE FOR SOLUTIONS BASED ON AN ELT(DT) AND FOR SOLUTIONS BASED ON HRT
The purpose of point (c) of AMC2 ACNS.E.LAD.240 is to activate the system when a condition occurs during the flight that:
(a) is unlikely during normal aircraft operation (e.g. the simultaneous loss of independent data sources that are used by the automatic triggering function), but possible in some accident scenarios during which the aircraft is severely damaged (such as in-flight fire, uncontained engine failure, explosive decompression, etc.); and
(b) disables the automatic triggering function before the activation criteria used by that function are met. Equipment failures that occur during normal aircraft operation are not within the scope of AMC2 ACNS.E.LAD.240. They are addressed by integrity requirements (refer to CS ACNS.E.LAD.620).
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.250 Manual activation
ED Decision 2021/008/R
(a) Whether the system is armed or not, it can be manually activated by the flight crew.
(b) Manual deployment of any part of the system is prevented during flight.
[Issue: CS-ACNS/3]
AMC1 ACNS.E.LAD.250 Manual activation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE APPLICABLE TO ALL SOLUTIONS
The controls to manually activate and deactivate the system should be designed and installed to reduce the risks of inadvertent activation and of inadvertent deactivation (e.g. using guarded switches).
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.250 Manual activation
ED Decision 2021/008/R
COMMON GUIDANCE FOR ALL SOLUTIONS
The system could be manually activated by the flight crew by installing an ELT(AF) or (AP).
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.260 Automatic deactivation
ED Decision 2021/008/R
(a) When the system is automatically activated, it is automatically deactivated if it detects a confirmed return to a safe flight condition.
(b) When the system is manually activated, it cannot be automatically deactivated during flight.
(c) Automatic deactivation of the system does not inhibit subsequent automatic activation during flight.
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.260 Automatic deactivation
ED Decision 2021/008/R
COMMON GUIDANCE FOR ALL SOLUTIONS
To prevent premature automatic deactivation, the criteria for ‘a confirmed return to a safe flight condition’ are usually more stringent than those for activating the system or typically include a confirmation time. However, such criteria should also ensure that the system does not remain activated longer than necessary, to avoid triggering false alerts.
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.270 Manual deactivation
ED Decision 2021/008/R
(a) When the system is manually activated, it can be manually deactivated if the transmitter is attached to the aircraft.
(b) When the system is automatically activated, it cannot be manually deactivated during flight.
(c) Manual deactivation of the system does not inhibit subsequent automatic or manual activation during flight.
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.280 Indications to the flight crew and self‑monitoring
ED Decision 2021/008/R
(a) The system provides timely indication to the flight crew that it is activated or that it is transmitting the homing signal.
(b) The system is equipped with self-monitoring that detects failures of the following functions:
— arming and disarming,
— detection of activation conditions,
— automatic activation,
— automatic deactivation, and
— collection of the information to be transmitted.
[Issue: CS-ACNS/3]
AMC1 ACNS.E.LAD.280 Indications to the flight crew and self‑monitoring
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE APPLICABLE TO ALL SOLUTIONS
When the system is activated, an alert as defined in CS 25.1322 of the Certification Specifications for Large Aeroplanes (CS-25), should be provided.
[Issue: CS-ACNS/3]
GM1 ACNS.E.LAD.280 Indications to the flight crew and self‑monitoring
ED Decision 2021/008/R
COMMON GUIDANCE FOR ALL SOLUTIONS
The self-monitoring that is required by CS ACNS.E.LAD.280 to be performed by the system does not need to detect failures affecting the transmission of signals or, if the system includes deployable equipment, the deployment capability.
[Issue: CS-ACNS/3]
CS ACNS.E.LAD.290 Means to analyse automatic activation
ED Decision 2021/008/R
The system provides means to determine, after a flight without an accident, the condition that triggered the automatic activation.
[Issue: CS-ACNS/3]
AMC1 ACNS.E.LAD.290 Means to analyse automatic activation
ED Decision 2021/008/R
ACCEPTABLE MEANS OF COMPLIANCE APPLICABLE TO ALL SOLUTIONS
The information that is necessary to determine the condition that triggered the automatic activation should:
(a) support the operator in performing a quick and effective analysis;
(b) be recorded by non-deployable airborne equipment or transmitted during the flight for recording on the ground; and
(c) be sufficient to identify the aircraft and determine the time of each case of activation.
[Issue: CS-ACNS/3]