Easy Access Rules for Air Operations

ED Decision 2014/015/R

INTEGRATED INSTRUMENTS

(a)Individual equipment requirements may be met by combinations of instruments, by integrated flight systems or by a combination of parameters on electronic displays, provided that the information so available to each required pilot is not less than that required in the applicable operational requirements, and the equivalent safety of the installation has been shown during type certification approval of the aeroplane for the intended type of operation.

(b)The means of measuring and indicating turn and slip, aeroplane attitude and stabilised aeroplane heading may be met by combinations of instruments or by integrated flight director systems, provided that the safeguards against total failure, inherent in the three separate instruments, are retained.

ED Decision 2014/015/R

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

The means of measuring and displaying magnetic direction should be a magnetic compass or equivalent.

ED Decision 2014/015/R

MEANS OF MEASURING AND DISPLAYING THE TIME

An acceptable means of compliance is a clock displaying hours, minutes and seconds, with a sweep-second pointer or digital presentation.

ED Decision 2014/015/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

The instrument indicating airspeed should be calibrated in knots (kt).

ED Decision 2014/015/R

SLIP INDICATOR

If only slip indication is provided, the means of measuring and displaying standby attitude should be certified according to CS 25.1303(b)(4) or equivalent.

ED Decision 2014/015/R

MEANS OF DISPLAYING OUTSIDE AIR TEMPERATURE

(a)The means of displaying outside air temperature should be calibrated in degrees Celsius.

(b)The means of displaying outside air temperature may be an air temperature indicator that provides indications that are convertible to outside air temperature.

ED Decision 2019/019/R

CALIBRATION OF THE MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE

The instrument measuring and displaying barometric altitude should be of a sensitive type calibrated in feet (ft), with a sub-scale setting, calibrated in hectopascals/millibars, adjustable for any barometric pressure likely to be set during flight.

ED Decision 2014/015/R

ALTIMETERS — IFR OR NIGHT OPERATIONS

Except for unpressurised aeroplanes operating below 10 000 ft, the altimeters of aeroplanes operating under IFR or at night should have counter drum-pointer or equivalent presentation.

ED Decision 2014/015/R

MEANS OF PREVENTING MALFUNCTION DUE TO CONDENSATION OR ICING

The means of preventing malfunction due to either condensation or icing of the airspeed indicating system should be a heated pitot tube or equivalent.

ED Decision 2014/015/R

MEANS OF INDICATING FAILURE OF THE AIRSPEED INDICATING SYSTEM’S MEANS OF PREVENTING MALFUNCTION DUE TO EITHER CONDENSATION OR ICING

A combined means of indicating failure of the airspeed indicating system’s means of preventing malfunction due to either condensation or icing is acceptable provided that it is visible from each flight crew station and that there is a means to identify the failed heater in systems with two or more sensors.

ED Decision 2014/015/R

MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS

Duplicate instruments should include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

ED Decision 2014/015/R

ILLUMINATION OF STANDBY MEANS OF MEASURING AND DISPLAYING ATTITUDE

The standby means of measuring and displaying attitude should be illuminated so as to be clearly visible under all conditions of daylight and artificial lighting.

ED Decision 2014/015/R

CHART HOLDER

An acceptable means of compliance with the chart holder requirement is to display a pre-composed chart on an electronic flight bag (EFB).

ED Decision 2017/008/R

SUMMARY TABLE

Table 1

Flight and navigational instruments and associated equipment

Note (1) For local flights (A to A, 50 NM radius, not more than 60 minutes’ duration), the instruments at serials (a)(6) and (a)(8) may be replaced by either a turn and slip indicator, or a turn coordinator, or both an attitude indicator and a slip indicator.

Note (2) The substitute instruments permitted by Note (1) above should be provided at each pilot's station.

Note (3) A Mach number indicator is required for each pilot whenever compressibility limitations are not otherwise indicated by airspeed indicators.

Note (4) For IFR or at night, a turn and slip indicator, or a slip indicator and a third (standby) attitude indicator certified according to CS 25.1303 (b)(4) or equivalent, is required.

Note (5) Except for unpressurised aeroplanes operating below 10 000 ft, neither three pointers, nor drum-pointer altimeters satisfy the requirement.

Note (6) Applicable only to aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg, or with an MOPSC of more than 9. It also applies to all aeroplanes first issued with an individual certificate of airworthiness (CofA) on or after 1 April 1999.

Note (7) The pitot heater failure annunciation applies to any aeroplane issued with an individual CofA on or after 1 April 1998. It also applies before that date when: the aeroplane has an MCTOM of more than 5 700 kg and an MOPSC greater than 9.

Note (8) Applicable only to aeroplanes with an MCTOM of more than 5 700 kg, or with an MOPSC of more than 9.

Regulation (EU) No 965/2012

Aeroplanes operated under IFR with a single-pilot shall be equipped with an autopilot with at least altitude hold and heading mode.

Regulation (EU) No 965/2012

(a)The following aeroplanes shall be equipped with an altitude alerting system:

(1)turbine propeller powered aeroplanes with an MCTOM of more than 5 700 kg or having an MOPSC of more than nine; and

(2)aeroplanes powered by turbo-jet engines.

(b)The altitude alerting system shall be capable of:

(1)alerting the flight crew when approaching a preselected altitude; and

(2)alerting the flight crew by at least an aural signal, when deviating from a preselected altitude.

(c)Notwithstanding (a), aeroplanes with an MCTOM of 5 700 kg or less, having an MOPSC of more than nine, first issued with an individual CofA before 1 April 1972 and already registered in a Member State on 1 April 1995 are exempted from being equipped with an altitude alerting system.

Regulation (EU) 2018/1042

(a)Turbine-powered aeroplanes having an MCTOM of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirements for Class A equipment as specified in an acceptable standard.

(b)Reciprocating-engine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine shall be equipped with a TAWS that meets the requirement for Class B equipment as specified in an acceptable standard.

(c)Turbine-powered aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2019 and having an MCTOM of 5 700 kg or less and an MOPSC of six to nine shall be equipped with a TAWS that meets the requirements for Class B equipment, as specified in an acceptable standard.

ED Decision 2014/015/R

EXCESSIVE DOWNWARDS GLIDE SLOPE DEVIATION WARNING FOR CLASS A TAWS

The requirement for a Class A TAWS to provide a warning to the flight crew for excessive downwards glide slope deviation should apply to all final approach glide slopes with angular vertical navigation (VNAV) guidance, whether provided by the instrument landing system (ILS), microwave landing system (MLS), satellite based augmentation system approach procedure with vertical guidance (SBAS APV (localiser performance with vertical guidance approach LPV)), ground-based augmentation system (GBAS (GPS landing system, GLS) or any other systems providing similar guidance. The same requirement should not apply to systems providing vertical guidance based on barometric VNAV.

ED Decision 2014/015/R

ACCEPTABLE STANDARD FOR TAWS

An acceptable standard for Class A and Class B TAWS may be the applicable European technical standards order (ETSO) issued by the Agency or equivalent.

Regulation (EU) No 965/2012

Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than 19 shall be equipped with ACAS II.

Regulation (EU) No 965/2012

The following shall be equipped with airborne weather detecting equipment when operated at night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route:

(a)pressurised aeroplanes;

(b)non-pressurised aeroplanes with an MCTOM of more than 5 700 kg; and

(c)non-pressurised aeroplanes with an MOPSC of more than nine.

ED Decision 2014/015/R

GENERAL

The airborne weather detecting equipment should be an airborne weather radar, except for propeller-driven pressurised aeroplanes with an MCTOM not more than 5 700 kg and an MOPSC of not more than 9, for which other equipment capable of detecting thunderstorms and other potentially hazardous weather conditions, regarded as detectable with airborne weather radar equipment, are also acceptable.

Regulation (EU) No 965/2012

(a)Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a means to illuminate or detect the formation of ice.

(b)The means to illuminate the formation of ice shall not cause glare or reflection that would handicap crew members in the performance of their duties.

Regulation (EU) No 965/2012

Aeroplanes operated by more than one flight crew member shall be equipped with a flight crew interphone system, including headsets and microphones for use by all flight crew members.

ED Decision 2014/015/R

TYPE OF FLIGHT CREW INTERPHONE

The flight crew interphone system should not be of a handheld type.

Regulation (EU) No 965/2012

Aeroplanes with an MCTOM of more than 15 000 kg, or with an MOPSC of more than 19 shall be equipped with a crew member interphone system, except for aeroplanes first issued with an individual CofA before 1 April 1965 and already registered in a Member State on 1 April 1995.

ED Decision 2014/015/R

SPECIFICATIONS

The crew member interphone system should:

(a)operate independently of the public address system except for handsets, headsets, microphones, selector switches and signalling devices;

(b)in the case of aeroplanes where at least one cabin crew member is required, be readily accessible for use at required cabin crew member stations close to each separate or pair of floor level emergency exits;

(c)in the case of aeroplanes where at least one cabin crew member is required, have an alerting system incorporating aural or visual signals for use by flight and cabin crew;

(d)have a means for the recipient of a call to determine whether it is a normal call or an emergency call that uses one or a combination of the following:

(1)lights of different colours;

(2)codes defined by the operator (e.g. different number of rings for normal and emergency calls); or

(3)any other indicating signal specified in the operations manual;

(e)provide two-way communication between:

(1)the flight crew compartment and each passenger compartment, in the case of aeroplanes where at least one cabin crew member is required;

(2)the flight crew compartment and each galley located other than on a passenger deck level, in the case of aeroplanes where at least one cabin crew member is required;

(3)the flight crew compartment and each remote crew compartment and crew member station that is not on the passenger deck and is not accessible from a passenger compartment; and

(4)ground personnel and at least two flight crew members. This interphone system for use by the ground personnel should be, where practicable, so located that the personnel using the system may avoid detection from within the aeroplane; and

(f)be readily accessible for use from each required flight crew station in the flight crew compartment.

Regulation (EU) No 965/2012

Aeroplanes with an MOPSC of more than 19 shall be equipped with a public address system.

ED Decision 2014/015/R

SPECIFICATIONS

The public address system should:

(a)operate independently of the interphone systems except for handsets, headsets, microphones, selector switches and signalling devices;

(b)be readily accessible for immediate use from each required flight crew station;

(c)have, for each floor level passenger emergency exit that has an adjacent cabin crew seat, a microphone operable by the seated cabin crew member, except that one microphone may serve more than one exit, provided the proximity of exits allows unassisted verbal communication between seated cabin crew members;

(d)be operable within 10 seconds by a cabin crew member at each of those stations; and

(e)be audible at all passenger seats, lavatories, galleys, cabin crew seats and work stations, and other crew remote areas.

Regulation (EU) 2020/2036

(a)The following aeroplanes shall be equipped with a cockpit voice recorder (CVR):

(1)aeroplanes with an MCTOM of more than 5 700 kg; and

(2)multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 January 1990.

(b)Until 31 December 2018, the CVR shall be capable of retaining the data recorded during at least:

(1)the preceding 2 hours in the case of aeroplanes referred to in (a)(1) when the individual CofA has been issued on or after 1 April 1998;

(2)the preceding 30 minutes for aeroplanes referred to in (a)(1) when the individual CofA has been issued before 1 April 1998; or

(3)the preceding 30 minutes, in the case of aeroplanes referred to in (a)(2).

(c)By 1 January 2019 at the latest, the CVR shall be capable of retaining the data recorded during at least:

(1)the preceding 25 hours for aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2022; or

(2)the preceding 2 hours in all other cases.

(d)By 1 January 2019 at the latest, the CVR shall record on means other than magnetic tape or magnetic wire.

(e)The CVR shall record with reference to a timescale:

(1)voice communications transmitted from or received in the flight crew compartment by radio;

(2)flight crew members' voice communications using the interphone system and the public address system, if installed;

(3)the aural environment of the flight crew compartment, including without interruption:

(i)for aeroplanes first issued with an individual CofA on or after 1 April 1998, the audio signals received from each boom and mask microphone in use;

(ii)for aeroplanes referred to in (a)(2) and first issued with an individual CofA before 1 April 1998, the audio signals received from each boom and mask microphone, where practicable;

(4)voice or audio signals identifying navigation or approach aids introduced into a headset or speaker.

(f)The CVR shall start to record prior to the aeroplane moving under its own power and shall continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power. In addition, in the case of aeroplanes issued with an individual CofA on or after 1 April 1998, the CVR shall start automatically to record prior to the aeroplane moving under its own power and continue to record until the termination of the flight when the aeroplane is no longer capable of moving under its own power.

(g)In addition to (f), depending on the availability of electrical power, the CVR shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight, in the case of:

(1)aeroplanes referred to in (a)(1) and issued with an individual CofA on or after 1 April 1998; or

(2)aeroplanes referred to in (a)(2).

(h)If the CVR is not deployable, it shall have a device to assist in locating it under water. By 16 June 2018 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the CVR is deployable, it shall have an automatic emergency locator transmitter.

(i)Aeroplanes with an MCTOM of over 27 000 kg and first issued with an individual CofA on or after 5 September 2022 shall be equipped with an alternate power source to which the CVR and the cockpit-mounted area microphone are switched automatically in the event that all other power to the CVR is interrupted.

ED Decision 2021/005/R

OPERATIONAL PERFORMANCE REQUIREMENTS

(a)For aeroplanes first issued with an individual CofA on or after 1 April 1998 and before 1 January 2016, the operational performance requirements for cockpit voice recorders (CVRs) and their dedicated equipment should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments No 1 and No 2, or any later equivalent standard produced by EUROCAE.

(b)For aeroplanes first issued with an individual CofA on or after 1 January 2016:

(1)the operational performance requirements for CVRs should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments No 1 and No 2, or any later equivalent standard produced by EUROCAE; and

(2)the operational performance requirements for equipment dedicated to the CVR should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(c)If required to be installed, the alternate power source should provide electrical power to operate both the CVR and the cockpit-mounted area microphone for at least 10 minutes, with a tolerance of 1 minute.

ED Decision 2021/005/R

TERMINOLOGY

The terms used in CAT.IDE.A.185 should be understood as follows:

(a)‘Alternate power source’ means a power source that is different from the source(s) that normally provides (provide) power to the cockpit voice recorder function.

(b)‘Cockpit-mounted area microphone' means a microphone located in the flight crew compartment for the purpose of recording voice communications originating at the first and second pilot stations and voice communications of other crew members in the flight crew compartment when directed to those stations.

Regulation (EU) 2015/2338

(a)The following aeroplanes shall be equipped with a flight data recorder (FDR) that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available:

(1)aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 June 1990;

(2)turbine-engined aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA before 1 June 1990; and

(3)multi-engined turbine-powered aeroplanes with an MCTOM of 5 700 kg or less, with an MOPSC of more than nine and first issued with an individual CofA on or after 1 April 1998.

(b)The FDR shall record:

(1)time, altitude, airspeed, normal acceleration and heading and be capable of retaining the data recorded during at least the preceding 25 hours for aeroplanes referred to in (a)(2) with an MCTOM of less than 27 000 kg;

(2)the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) with an MCTOM of less than 27 000 kg and first issued with an individual CofA before 1 January 2016;

(3)the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(2) with an MCTOM of over 27 000 kg and first issued with an individual CofA before 1 January 2016;

(4)the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power and configuration of lift and drag devices and be capable of retaining the data recorded during at least the preceding 10 hours, in the case of aeroplanes referred to in (a)(3) and first issued with an individual CofA before 1 January 2016; or

(5)the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining the data recorded during at least the preceding 25 hours, for aeroplanes referred to in (a)(1) and (a)(3) and first issued with an individual CofA on or after 1 January 2016.

(c)Data shall be obtained from aeroplane sources that enable accurate correlation with information displayed to the flight crew.

(d)The FDR shall start to record the data prior to the aeroplane being capable of moving under its own power and shall stop after the aeroplane is incapable of moving under its own power. In addition, in the case of aeroplanes issued with an individual CofA on or after 1 April 1998, the FDR shall start automatically to record the data prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is incapable of moving under its own power.

(e)If the FDR is not deployable, it shall have a device to assist in locating it under water. By 16 June 2018 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter.

ED Decision 2016/012/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2016 AND BEFORE 1 JANUARY 2023

(a)The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including amendments No 1 and No 2, or any later equivalent standard produced by EUROCAE.

(b)The FDR should record with reference to a timescale the list of parameters in Table 1 and Table 2, as applicable.

(c)The parameters to be recorded should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant tables of EUROCAE Document ED-112, including amendments No 1 and No 2, or any later equivalent standard produced by EUROCAE.

Table 1

FDR — all aeroplanes

* The number in the left hand column reflects the serial number depicted in EUROCAE ED-112.

Table 2

FDR — Aeroplanes for which the data source for the parameter is either used by aeroplane systems or is available on the instrument panel for use by the flight crew to operate the aeroplane

* The number in the left hand column reflects the serial number depicted in EUROCAE Document ED-112.