Easy Access Rules for Air Operations

ED Decision 2021/005/R

PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS) OPERATIONS

For operations in airspaces where required communication performance (RCP) and required surveillance performance (RSP) for PBCS have been prescribed, the operator should:

(a)ensure that the communication equipment and surveillance equipment meet the prescribed RCP and RSP specifications respectively, as shown by an AFM statement or equivalent.

(b)ensure that operational constraints are reflected in the MEL;

(c)establish and include in the OM:

(1)normal, abnormal and contingency procedures;

(2)the flight crew qualification and proficiency constraints; and

(3)a training programme for relevant personnel consistent with the intended operations;

(d)ensure continued airworthiness of the communication equipment and surveillance equipment in accordance with the appropriate RCP and RSP specifications respectively;

(e)ensure that the contracted communication service provider (CSP) for the airspace being flown complies with the required RCP and RSP specifications as well as with monitoring, recording and notification requirements; and

(f)participate to monitoring programmes established in the airspace being flown in order to:

(1)submit the relevant reports of observed communication and surveillance performance respectively; and

(2)establish a process for immediate corrective action in case non-compliance with the appropriate RCP or RSP specifications is detected.

ED Decision 2013/021/R

APPLICABLE AIRSPACE REQUIREMENTS

For aeroplanes being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

ED Decision 2021/005/R

PBCS OPERATIONS — GENERAL

Detailed guidance material on PBCS operations may be found in the following documents:

(a)ICAO Doc 9869 ‘Performance-based Communication and Surveillance (PBCS) Manual’

(b)ICAO Doc 10037 ‘Global Operational Data Link (GOLD) Manual’

PBCS OPERATIONS — AIRCRAFT ELIGIBILITY

(a)The aircraft eligibility for compliance with the required RCP/RSP specifications should be demonstrated by the aircraft manufacturer or equipment supplier and be specific to each individual aircraft or the combination of the aircraft type and the equipment. The demonstrated compliance with specific RCP/RSP specifications may be documented in one of the following documents:

(1)the type certificate (TC);

(2)the supplemental type certificate (STC);

(3)the aeroplane flight manual (AFM) or AFM Supplement; or

(4)a compliance statement from the manufacturer or the holder of the design approval of the data link installation, approved by the State of Design.

(b)In addition to the indication of compliance with specific RCP/RSP specifications, the aircraft manufacturer or equipment supplier should document any associated operating limitations, information and procedures in the AFM or other appropriate documents.

PBCS OPERATIONS — MEL ENTRIES

(a)The operator should amend the MEL, in accordance with the items identified by the aircraft manufacturer or equipment supplier in the master minimum equipment list (MMEL) or MMEL supplement, in relation to PBCS capability, to address the impact of losing an associated system/sub-system on data link operational capability.

(b)As an example, equipment required in current FANS 1/A-capable aircraft, potentially affecting RCP and RSP capabilities, may be the following:

(1)VHF, SATCOM, or HFDL1 radios, as applicable;

(2)ACARS management unit (MU)/communications management unit (CMU);

(3)flight management computer (FMC) integration; and

(4)printer, if procedures require its use.

PBCS OPERATIONS — OPERATING PROCEDURES

The operator should establish operating procedures for the flight crew and other relevant personnel, such as but not limited to, flight dispatchers and maintenance personnel. These procedures should cover the usage of PBCS-relevant systems and include as a minimum:

(a)pre-flight planning requirements including MEL consideration and flight plan filing;

(b)actions to be taken in the data link operation, to include specific RCP/RSP required cases;

(c)actions to be taken for the loss of data link capability while in and prior to entering the airspace requiring specific RCP/RSP specifications. Examples may be found in ICAO Doc 10037;

(d)problem reporting procedures to the local/regional PBCS monitoring body or central reporting body as applicable; and

(e)compliance with specific regional requirements and procedures, if applicable.

PBCS OPERATIONS — QUALIFICATION AND TRAINING

(a)The operator should ensure that flight crew and other relevant personnel such as flight dispatchers and maintenance personnel are proficient with PBCS operations. A separate training programme is not required if data link communication is integrated in the current training programme. However, the operator should ensure that the existing training programme incorporates a basic PBCS concept and requirements for flight crew and other personnel that have direct impact on overall data link performance required for the provisions of air traffic services such as reduced separation.

(b)The elements covered during the training should be as a minimum:

(1)Flight crew

(i)Data link communication system theory relevant to operational use;

(ii)AFM limitations;

(iii)Normal pilot response to data link communication messages;

(iv)Message elements in the message set used in each environment;

(v)RCP/RSP specifications and their performance requirements;

(vi)Implementation of performance-based reduced separation with associated RCP/RSP specifications or other possible performance requirements associated with their routes;

(vii)Other ATM operations involving data link communication services;

(viii)Normal, non-normal and contingency procedures; and

(ix)Data link communication failure/problem and reporting.

Note (1)If flight crew has already been trained on data link operations, additional training only on PBCS is required, addressing a basic concept and requirements that have direct impact on overall data link performance required for provisions of air traffic services (e.g. reduced separation).

Note (2)Training may be provided through training material and other means that simulate the functionality.

(2)Dispatchers/flight operations officers

(i)Proper use of data link and PBCS flight plan designators;

(ii)Air traffic service provider’s separation criteria and procedures relevant to RCP/RSP specifications;

(iii)MEL remarks or exceptions based on data link communication;

(iv)Procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behaviour of the data link communication;

(v)Coordination with the ATS unit related to, or following a special data link communication exceptional event (e.g. log-on or connection failures); and

(vi)Contingency procedures to transition to a different separation standard when data link communication fails.

(3)Engineering and maintenance personnel

(i)Data link communication equipment including its installation, maintenance and modification;

(ii)MEL relief and procedures for return to service authorisations; and

(iii)Correction of reported non-performance of data link system.

PBCS OPERATIONS — CONTINUED AIRWORTHINESS

(a)The operator should ensure that aircraft systems are properly maintained to continue to meet the applicable RCP/RSP specifications.

(b)The operator should ensure that the following elements are documented and managed appropriately:

(1)configuration and equipment list detailing the pertinent hardware and software components for the aircraft/fleet(s) applicable to the specific RCP/RSP operation;

(2)configuration control for subnetwork, communication media and routing policies; and

(3)description of systems including display and alerting functions (including message sets).

PBCS OPERATIONS — CSP COMPLIANCE

(a)The operator should ensure that their contracted CSPs notify the ATS units of any failure condition that may have an impact on PBCS operations. Notification should be made to all relevant ATS units regardless of whether the CSP has a contract with them.

(b)The operator may demonstrate the compliance of their contracted CSP through service level agreements (SLAs)/contractual arrangements for data link services or through a joint agreement among PBCS stakeholders such as a Memorandum of understanding (MOU) or a PBCS Charter.

PBCS OPERATIONS — PBCS CHARTER

A PBCS charter has been developed by PBCS stakeholders and is available as an alternative to SLAs in order to validate the agreement between the operator and the CSP for compliance with RCP/RSP required for PBCS operations. The charter is hosted on the website www.FANS-CRA.com where operators and CSPs can subscribe.

PBCS OPERATIONS — PARTICIPATION IN MONITORING PROGRAMMES

(a)The operator should establish a process to participate in local or regional PBCS monitoring programmes and provide the following information, including any subsequent changes, to monitoring bodies:

(1)operator name;

(2)operator contact details; and

(3)other coordination information as applicable, including appropriate information means for the CSP/SSP service fail notification.

(b)The process should also address the actions to be taken with respect to problem reporting and resolution of deficiencies, such as:

(1)reporting problems identified by the flight crew or other personnel to the PBCS monitoring bodies associated with the route of flight on which the problem occurred

(2)disclosing operational data in a timely manner to the appropriate PBCS monitoring bodies when requested for the purposes of investigating a reported problem

(3)investigating and resolving the cause of the deficiencies reported by the PBCS monitoring bodies.

Regulation (EU) 2019/1384

(a)Aeroplanes shall be equipped with navigation equipment that will enable them to proceed in accordance with:

(1)the ATS flight plan, if applicable; and

(2)the applicable airspace requirements.

(b)Aeroplanes shall have sufficient navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment shall allow safe navigation in accordance with (a), or an appropriate contingency action, to be completed safely.

(c)Aeroplanes operated on flights in which it is intended to land in IMC shall be equipped with suitable equipment capable of providing guidance to a point from which a visual landing can be performed. This equipment shall be capable of providing such guidance for each aerodrome at which it is intended to land in IMC and for any designated alternate aerodromes.

(d)For PBN operations the aircraft shall meet the airworthiness certification requirements for the appropriate navigation specification.

(e)Aeroplanes shall be equipped with surveillance equipment in accordance with the applicable airspace requirements.

ED Decision 2016/017/R

AIRCRAFT ELIGIBILITY FOR PBN SPECIFICATION NOT REQUIRING SPECIFIC APPROVAL

(a)The performance of the aircraft is usually stated in the AFM.

(b)Where such a reference cannot be found in the AFM, other information provided by the aircraft manufacturer as TC holder, the STC holder or the design organisation having a privilege to approve minor changes may be considered.

(c)The following documents are considered acceptable sources of information:

(1)AFM, supplements thereto, and documents directly referenced in the AFM;

(2)FCOM or similar document;

(3)Service Bulletin or Service Letter issued by the TC holder or STC holder;

(4)approved design data or data issued in support of a design change approval;

(5)any other formal document issued by the TC or STC holders stating compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar documents issued by the State of Design; and

(6)written evidence obtained from the State of Design.

(d)Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of the aircraft, since the latter depend on installation and integration.

(e)As some PBN equipment and installations may have been certified prior to the publication of the PBN Manual and the adoption of its terminology for the navigation specifications, it is not always possible to find a clear statement of aircraft PBN capability in the AFM. However, aircraft eligibility for certain PBN specifications can rely on the aircraft performance certified for PBN procedures and routes prior to the publication of the PBN Manual.

(f)Below, various references are listed which may be found in the AFM or other acceptable documents (see listing above) in order to consider the aircraft’s eligibility for a specific PBN specification if the specific term is not used.

(g)RNAV 5

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 5 operations.

(i)B-RNAV;

(ii)RNAV 1;

(iii)RNP APCH;

(iv)RNP 4;

(v)A-RNP;

(vi)AMC 20-4;

(vii)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2);

(viii)JAA AMJ 20X2;

(ix)FAA AC 20-130A for en route operations;

(x)FAA AC 20-138 for en route operations; and

(xi)FAA AC 90-96.

(h)RNAV 1/RNAV 2

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 1/RNAV 2 operations.

(i)RNAV 1;

(ii)PRNAV;

(iii)US RNAV type A;

(iv)FAA AC 20-138 for the appropriate navigation specification;

(v)FAA AC 90-100A;

(vi)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL 10); and

(vii)FAA AC 90-100.

(2)However, if position determination is exclusively computed based on VOR-DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations.

(i)RNP 1/RNP 2 continental

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 1/RNP 2 continental operations.

(i)A-RNP;

(ii)FAA AC 20-138 for the appropriate navigation specification; and

(iii)FAA AC 90-105.

(2)Alternatively, if a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above and position determination is primarily based on GNSS, the aircraft is eligible for RNP 1/RNP 2 continental operations.

However, in the cases mentioned in:

(i)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10) (any revision); and

(ii)FAA AC 90-100,

loss of GNSS implies loss of RNP 1/RNP 2 capability.

(j)RNP APCH — LNAV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations.

(i)A-RNP;

(ii)AMC 20-27;

(iii)AMC 20-28;

(iv)FAA AC 20-138 for the appropriate navigation specification; and

(v)FAA AC 90-105 for the appropriate navigation specification.

(2)Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in accordance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(i)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3);

(ii)AMC 20-4;

(iii)FAA AC 20-130A; and

(iv)FAA AC 20-138.

(k)RNP APCH — LNAV/VNAV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV/VNAV operations.

(i)A-RNP;

(ii)AMC 20-27 with Baro VNAV;

(iii)AMC 20-28;

(iv)FAA AC 20-138; and

(v)FAA AC 90-105 for the appropriate navigation specification.

(2)Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-04⁹⁶, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(l)RNP APCH — LPV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LPV operations.

(i)AMC 20-28;

(ii)FAA AC 20-138 for the appropriate navigation specification; and

(iii)FAA AC 90-107.

(2)For aircraft that have a TAWS Class A installed and do not provide Mode-5 protection on an LPV approach, the DH is limited to 250 ft.

(m)RNAV 10

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 10 operations.

(i)RNP 10;

(ii)FAA AC 20-138 for the appropriate navigation specification;

(iii)AMC 20-12;

(iv)FAA Order 8400.12 (or later revision); and

(v)FAA AC 90-105.

(n)RNP 4

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 4 operations.

(i)FAA AC 20-138B or later, for the appropriate navigation specification;

(ii)FAA Order 8400.33; and

(iii)FAA AC 90-105 for the appropriate navigation specification.

(o)RNP 2 oceanic

(1)If a statement of compliance with FAA AC 90-105 for the appropriate navigation specification is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 2 oceanic operations.

(2)If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2 oceanic.

(p)Special features

(1)RF in terminal operations (used in RNP 1 and in the initial segment of the RNP APCH)

(i)If a statement of demonstrated capability to perform an RF leg, certified in accordance with any of the following specifications or standards, is found in the acceptable documentation as listed above, the aircraft is eligible for RF in terminal operations.

(A)AMC 20-26; and

(B)FAA AC 20-138B or later.

(ii)If there is a reference to RF and a reference to compliance with AC 90-105, then the aircraft is eligible for such operations.

(q)Other considerations

(1)In all cases, the limitations in the AFM need to be checked, in particular the use of AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV 1, and RNP 1.

(2)Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

ED Decision 2013/021/R

GENERAL

(a)The PBN specifications for which the aircraft complies with the relevant airworthiness criteria are set out in the AFM, together with any limitations to be observed.

(b)Because functional and performance requirements are defined for each navigation specification, an aircraft approved for an RNP specification is not automatically approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3 specification) is not automatically approved for a navigation specification having a less stringent accuracy requirement (e.g. RNP 4).

RNP 4

(c)For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM, may be operational at the entry point of the RNP 4 airspace. If an item of equipment required for RNP 4 operations is unserviceable, then the flight crew may consider an alternate route or diversion for repairs. For multi-sensor systems, the AFM may permit entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial sensor remain available.

Regulation (EU) No 800/2013

Aeroplanes shall be equipped with a pressure altitude reporting secondary surveillance radar (SSR) transponder and any other SSR transponder capability required for the route being flown.

ED Decision 2013/021/R

SSR TRANSPONDER

(a)The secondary surveillance radar (SSR) transponders of aeroplanes being operated under European air traffic control should comply with any applicable Single European Sky legislation.

(b)If the Single European Sky legislation is not applicable, the SSR transponders should operate in accordance with the relevant provisions of Volume IV of ICAO Annex 10.

Regulation (EU) 2016/1199

(a)Aeronautical databases used on certified aircraft system applications shall meet data quality requirements that are adequate for the intended use of the data.

(b)The operator shall ensure the timely distribution and insertion of current and unaltered aeronautical databases to all aircraft that require them.

(c)Notwithstanding any other occurrence reporting requirements as defined in Regulation (EU) No 376/2014, the operator shall report to the database provider instances of erroneous, inconsistent or missing data that might be reasonably expected to constitute a hazard to flight.

In such cases, the operator shall inform flight crew and other personnel concerned, and shall ensure that the affected data is not used.

ED Decision 2017/003/R

AERONAUTICAL DATABASES

When the operator of an aircraft uses an aeronautical database that supports an airborne navigation application as a primary means of navigation used to meet the airspace usage requirements, the database provider should be a Type 2 DAT provider certified in accordance with Regulation (EU) 2017/373 or equivalent.

ED Decision 2017/003/R

AERONAUTICAL DATABASE APPLICATIONS

(a)Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with Regulation (EU) 2017/373 may be found in GM1 DAT.OR.100.

(b)The certification of a Type 2 DAT provider in accordance with Regulation (EU) 2017/373 ensures data integrity and compatibility with the certified aircraft application/equipment.

ED Decision 2017/003/R

TIMELY DISTRIBUTION

The operator should distribute current and unaltered aeronautical databases to all aircraft requiring them in accordance with the validity period of the databases or in accordance with a procedure established in the operations manual if no validity period is defined.

ED Decision 2017/003/R

STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS

(a)A ‘Type 2 DAT provider’ is an organisation as defined in Article 2(5)(b) of Regulation (EU) 2017/373.

(b)Equivalent to a certified ‘Type 2 DAT provider’ is defined in any Aviation Safety Agreement between the European Union and a third country, including any Technical Implementation Procedures, or any Working Arrangements between EASA and the competent authority of a third country.

SECTION 2 – Helicopters

Regulation (EU) 2019/1384

(a)Instruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements if they are:

(1)used by the flight crew to control the flight path;

(2)used to comply with NCC.IDE.H.245;

(3)used to comply with NCC.IDE.H.250; or

(4)installed in the helicopter.

(b)The following items, when required by this Subpart, do not need an equipment approval:

(1)independent portable light;

(2)an accurate time piece;

(3)chart holder;

(4)first-aid kit;

(5)survival and signalling equipment;

(6)sea anchor and equipment for mooring; and

(7)child restraint device.

(c)Instruments and equipment or accessories not required under this Annex, as well as any other equipment which is not required under this Regulation, but carried on a flight, shall comply with the following requirements:

(1)the information provided by those instruments, equipment or accessories shall not be used by the flight crew members to comply with Annex II to Regulation (EU) 2018/1139 or points NCC.IDE.H.245 and NCC.IDE.H.250 of this Annex;

(2)the instruments and equipment shall not affect the airworthiness of the helicopter, even in the case of failures or malfunction.

(d)Instruments and equipment shall be readily operable or accessible from the station where the flight crew member that needs to use it is seated.

(e)Those instruments that are used by a flight crew member shall be so arranged as to permit the flight crew member to see the indications readily from his/her station, with the minimum practicable deviation from the position and line of vision which he/she normally assumes when looking forward along the flight path.

(f)All required emergency equipment shall be easily accessible for immediate use.

ED Decision 2013/021/R

APPLICABLE AIRWORTHINESS REQUIREMENTS

The applicable airworthiness requirements for approval of instruments and equipment required by this Part are the following:

(a)Regulation (EC) 748/2012 for:

(1)helicopters registered in the EU; and

(2)helicopters registered outside the EU but manufactured or designed by an EU organisation.

(b)Airworthiness requirements of the state of registry for helicopters registered, designed and manufactured outside the EU.

ED Decision 2017/010/R

REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS

The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in NCC.IDE.H.100(b), should be checked against recognised industry standards appropriate to the intended purpose. The operator is responsible for ensuring the maintenance of these instruments and equipment.

ED Decision 2017/010/R

NON-REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH THE APPLICABLE AIRWORTHINESS REQUIREMENTS, BUT ARE CARRIED ON A FLIGHT

(a)This Guidance Material does not exempt the item of equipment from complying with the applicable airworthiness requirements if the instrument or equipment is installed in the helicopter. In this case, the installation should be approved as required in the applicable airworthiness requirements and should comply with the applicable Certification Specifications.

(b)The failure of additional non-installed instruments or equipment not required by this Part or by the applicable airworthiness requirements or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the aircraft. Examples are the following:

(1)instruments supplying additional flight information (e.g. stand-alone global positioning system (GPS));

(2)some aerial work equipment (e.g. some mission dedicated radios, wire cutters); and

(3)non-installed passenger entertainment equipment.

ED Decision 2013/021/R

POSITIONING OF INSTRUMENTS

This requirement implies that whenever a single instrument is required in a helicopter operated in a multi-crew environment, the instrument needs to be visible from each flight crew station.

Regulation (EU) 2019/1384

A flight shall not be commenced when any of the helicopter’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless:

(a)the helicopter is operated in accordance with the operator’s minimum equipment list (MEL);

(b)the operator is approved by the competent authority to operate the helicopter within the constraints of the master minimum equipment list (“MMEL”) in accordance with point ORO.MLR.105(j) of Annex III; or

(c)the helicopter is subject to a permit to fly issued in accordance with the applicable airworthiness requirements.

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

The operator should control and retain the status of the instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

ED Decision 2021/005/R

MANAGEMENT OF THE STATUS OF CERTAIN INSTRUMENTS, EQUIPMENT OR FUNCTIONS

(a)The operator should define responsibilities and procedures to retain and control the status of instruments, equipment or functions required for the intended operation, that are not controlled for the purpose of continuing airworthiness management.

(b)Examples of such instruments, equipment or functions may be, but are not limited to, equipment related to navigation approvals as FM immunity or certain software versions.

Regulation (EU) No 800/2013

Helicopters operated at night shall be equipped with:

(a)an anti-collision light system;

(b)navigation/position lights;

(c)a landing light;

(d)lighting supplied from the helicopter’s electrical system to provide adequate illumination for all instruments and equipment essential to the safe operation of the helicopter;

(e)lighting supplied from the helicopter’s electrical system to provide illumination in all passenger compartments;

(f)an independent portable light for each crew member station; and

(g)lights to conform with the International Regulations for Preventing Collisions at Sea if the helicopter is amphibious.

ED Decision 2017/010/R

LANDING LIGHT

The landing light should be trainable, at least in the vertical plane or optionally be supplemented by an additional fixed light or lights positioned to give a wide spread of illumination.

Regulation (EU) 2019/1384

(a)Helicopters operated under VFR by day shall be equipped with a means of measuring and displaying the following:

(1)magnetic heading;

(2)time in hours, minutes and seconds;

(3)barometric altitude;

(4)indicated airspeed; and

(5)slip.

(b)Helicopters operated under VMC over water and out of sight of the land, or under VMC at night, or when the visibility is less than 1 500 m, or in conditions where the helicopter cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be equipped, in addition to (a), with:

(1)a means of measuring and displaying the following:

(i)attitude;

(ii)vertical speed; and

(iii)stabilised heading;

(2)a means of indicating when the supply of power to the gyroscopic instruments is not adequate; and

(3)a means of preventing malfunction of the airspeed indicating system required in (a)(4) due to condensation or icing.

(c)Whenever two pilots are required for the operation, helicopters shall be equipped with an additional separate means of displaying the following:

(1)barometric altitude;

(2)indicated airspeed;

(3)slip;

(4)attitude, if applicable;

(5)vertical speed, if applicable; and

(6)stabilised heading, if applicable.

ED Decision 2013/021/R

INTEGRATED INSTRUMENTS

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

(b)The means of measuring and indicating slip, helicopter attitude and stabilised helicopter 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 2013/021/R

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

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

ED Decision 2013/021/R

MEANS FOR 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 2013/021/R

CALIBRATION OF THE MEANS FOR MEASURING AND DISPLAYING PRESSURE ALTITUDE

The instrument measuring and displaying pressure 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 2013/021/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

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

ED Decision 2013/021/R

STABILISED HEADING

Stabilised heading should be achieved for VFR flights by a gyroscopic heading indicator, whereas for IFR flights this should be achieved through a magnetic gyroscopic heading indicator.

ED Decision 2022/012/R

MULTI-PILOT OPERATIONS

Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following:

(a)the AFM;

(b)at night, the operations manual.

ED Decision 2022/012/R

MULTI-PILOT OPERATIONS ON A VOLUNTARY BASIS — HELICOPTERS OPERATED BY DAY UNDER VFR

If the AFM permits single-pilot operations, and the operator decides that the crew composition is more than one pilot for day VFR operations only, then point NCC.IDE.H.120(c) does not apply. However, additional displays, including those referred to in NCC.IDE.H.120(c), may be required under point NCC.IDE.H.100(e).

Regulation (EU) 2019/1384

Helicopters operated under IFR shall be equipped with:

(a)a means of measuring and displaying the following:

(1)magnetic heading;

(2)time in hours, minutes and seconds;

(3)barometric altitude;

(4)indicated airspeed;

(5)vertical speed;

(6)slip;

(7)attitude;

(8)stabilised heading; and

(9)outside air temperature;

(b)a means of indicating when the supply of power to the gyroscopic instruments is not adequate;

(c)whenever two pilots are required for the operation, an additional separate means of displaying the following:

(1)barometric altitude;

(2)indicated airspeed;

(3)vertical speed;

(4)slip;

(5)attitude; and

(6)stabilised heading;

(d)a means of preventing malfunction of the airspeed indicating systems required in (a)(4) and (c)(2) due to condensation or icing;

(e)an alternate source of static pressure;

(f)a chart holder in an easily readable position that can be illuminated for night operations; and

(g)an additional means of measuring and displaying attitude as a standby instrument.

ED Decision 2017/010/R

ALTIMETERS

Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for helicopters operating above 10 000 ft.

ED Decision 2013/021/R

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 2022/012/R

MULTI-PILOT OPERATIONS

Two pilots should be considered to be required by the operation if multi-pilot operations are required by one of the following:

(a)the AFM;

(b)the operations manual.

ED Decision 2013/021/R

MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS

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

ED Decision 2013/021/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 2013/021/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).

Regulation (EU) No 800/2013

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

Regulation (EU) No 800/2013

Helicopters with an MOPSC of more than nine and operated under IFR or at night shall be equipped with airborne weather detecting equipment when current weather reports indicate that thunderstorms or other potentially hazardous weather conditions, regarded as detectable with airborne weather detecting equipment, may be expected to exist along the route to be flown.

ED Decision 2013/021/R

GENERAL

The airborne weather detecting equipment should be an airborne weather radar.

Regulation (EU) No 800/2013

(a)Helicopters 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 flight crew members in the performance of their duties.

Regulation (EU) No 800/2013

Helicopters 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 2013/021/R

TYPE OF FLIGHT CREW INTERPHONE

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

Regulation (EU) 2015/2338

(a)Helicopters with an MCTOM of more than 7 000 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with a CVR.

(b)The CVR shall be capable of retaining data recorded during at least the preceding 2 hours.

(c)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 cockpit, including, without interruption, the audio signals received from each crew microphone; and

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

(d)The CVR shall start automatically to record prior to the helicopter moving under its own power and shall continue to record until the termination of the flight when the helicopter is no longer capable of moving under its own power.

(e)In addition to (d), 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.

(f)If the CVR is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 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.

ED Decision 2015/021/R

GENERAL

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

(b)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 No°1 and No°2, or any later equivalent standard produced by EUROCAE.

Regulation (EU) 2015/2338

(a)Helicopters with an MCTOM of more than 3 175 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an 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.

(b)The FDR shall record the parameters required to determine accurately the helicopter flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 10 hours.

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

(d)The FDR shall start automatically to record the data prior to the helicopter being capable of moving under its own power and shall stop automatically after the helicopter 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 1 January 2020 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 HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND 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 n°1 and n°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 recorded by the FDR should meet, as far as practicable, the performance specifications (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) defined in EUROCAE ED-112, including amendments n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(d)FDR systems for which some recorded parameters do not meet the performance specifications of EUROCAE Document ED-112 may be acceptable to the Agency.

Table 1: FDR parameters — All helicopters

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

Table 2: FDR parameters — Helicopters for which the data source for the parameter is either used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter

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

ED Decision 2016/012/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JANUARY 2023

(a)The operational performance requirements for flight data recorders (FDRs) should be those laid down in EUROCAE Document 112A (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated September 2013, or any later equivalent standard produced by EUROCAE.

(b)The FDR should, with reference to a timescale, record:

(1)the list of parameters in Table 1 below;

(2)the additional parameters listed in Table 2 below, when the information data source for the parameter is used by helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter; and

(3)any dedicated parameters related to novel or unique design or operational characteristics of the helicopter as determined by the Agency.

(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 112A, or any later equivalent standard produced by EUROCAE.

Table 1: FDR — All helicopters

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

Table 2: Helicopters for which the data source for the parameter is either used by the helicopter systems or is available on the instrument panel for use by the flight crew to operate the helicopter

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

Regulation (EU) 2015/2338

(a)Helicopters first issued with an individual CofA on or after 1 January 2016 that have the capability to operate data link communications and are required to be equipped with a CVR shall record on a recorder, where applicable:

(1)data link communication messages related to ATS communications to and from the helicopter, including messages applying to the following applications:

(i)data link initiation;

(ii)controller–pilot communication;

(iii)addressed surveillance;

(iv)flight information;

(v)as far as is practicable, given the architecture of the system, aircraft broadcast surveillance;

(vi)as far as is practicable, given the architecture of the system, aircraft operational control data; and

(vii)as far as is practicable, given the architecture of the system, graphics;

(2)information that enables correlation to any associated records related to data link communications and stored separately from the helicopter; and

(3)information on the time and priority of data link communications messages, taking into account the system’s architecture.

(b)The recorder shall use a digital method of recording and storing data and information and a method for readily retrieving that data. The recording method shall allow the data to match the data recorded on the ground.

(c)The recorder shall be capable of retaining data recorded for at least the same duration as set out for CVRs in NCC.IDE.H.160.

(d)If the recorder is not deployable, it shall have a device to assist in locating it under water. By 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the recorder is deployable, it shall have an automatic emergency locator transmitter.

(e)The requirements applicable to the start and stop logic of the recorder are the same as the requirements applicable to the start and stop logic of the CVR contained in NCC.IDE.H.160(d) and (e).

ED Decision 2013/021/R

GENERAL

(a)As a means of compliance with NCC.IDE.H.170, the recorder on which the data link messages are recorded should be:

(1)the CVR;

(2)the FDR;

(3)a combination recorder when NCC.IDE.H.175 is applicable; or

(4)a dedicated flight recorder. In such a case, the operational performance requirements for this recorder 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 n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b)As a means of compliance with NCC.IDE.H.170(a)(2), the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aircraft and, when the provider identification is contained in the message, by which provider.

(c)The timing information associated with the data link communications messages required to be recorded by NCC.IDE.H.170(a)(3) should be capable of being determined from the airborne-based recordings. This timing information should include at least the following:

(1)the time each message was generated;

(2)the time any message was available to be displayed by the flight crew;

(3)the time each message was actually displayed or recalled from a queue; and

(4)the time of each status change.

(d)The message priority should be recorded when it is defined by the protocol of the data link communication message being recorded.

(e)The expression ‘taking into account the system’s architecture’, in NCC.IDE.H.170(a)(3), means that the recording of the specified information may be omitted if the existing source systems involved would require a major upgrade. The following should be considered:

(1)the extent of the modification required;

(2)the down-time period; and

(3)equipment software development.

(f)Data link communications messages that support the applications in Table 1 should be recorded.

(g)Further details on the recording requirements can be found in the recording requirement matrix in Appendix D.2 of EUROCAE Document ED-93 (Minimum Aviation System Performance Specification for CNS/ATM Recorder Systems), dated November 1998.

Table 1: Data link recording