Easy Access Rules for Air Operations

ED Decision 2021/005/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES 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 aeroplane systems or is available on the instrument panel for use by the flight crew to operate the aeroplane; and

(3)any dedicated parameters related to novel or unique design or operational characteristics of the aeroplane 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 aeroplanes

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

Table 2: FDR — Aeroplanes for which the data source for the parameter is either used by the 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 112A.

Regulation (EU) 2015/2338

(a)Aeroplanes 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 aeroplane, 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 aeroplane; 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.A.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.A.160(d) and (e).

ED Decision 2013/021/R

GENERAL

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

(1)the CVR;

(2)the FDR;

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

(4)a dedicated flight recorder. In that 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 No 1 and 2, or any later equivalent standard produced by EUROCAE.

(b)As a means of compliance with NCC.IDE.A.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.A.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.A.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 below 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

ED Decision 2013/021/R

GENERAL

(a)The letters and expressions in Table 1 of AMC1 NCC.IDE.A.170 have the following meaning:

(1)C: complete contents recorded.

(2)M: information that enables correlation with any associated records stored separately from the aeroplane.

(3)*: applications that are to be recorded only as far as is practicable, given the architecture of the system.

(4)F1:graphics applications may be considered as AOC messages when they are part of a data link communications application service run on an individual basis by the operator itself in the framework of the operational control.

(5)F2: where parametric data sent by the aeroplane, such as Mode S, is reported within the message, it should be recorded unless data from the same source is recorded on the FDR.

(b)The definitions of the applications type in Table 1 of AMC1 NCC.IDE.A.170 are described in Table 1 below.

Table 1: Definitions of the applications type

AACaeronautical administrative communications

ADS-Bautomatic dependent surveillance - broadcast

ADS-C automatic dependent surveillance – contract

AFNaircraft flight notification

AOCaeronautical operational control

ATISautomatic terminal information service

ATSCair traffic service communication

CAPcontroller access parameters

CPDLCcontroller pilot data link communications

CMconfiguration/context management

D-ATISdigital ATIS

D-FISdata link flight information service

D-METARdata link meteorological airport report

DCLdeparture clearance

FANSFuture Air Navigation System

FLIPCYflight plan consistency

OCLoceanic clearance

SAPsystem access parameters

TWIPterminal weather information for pilots

ED Decision 2015/030/R

APPLICABILITY OF THE DATA LINK RECORDING REQUIREMENT

(a)If it is certain that the aeroplane cannot use data link communication messages for ATS communications corresponding to any application designated by NCC.IDE.A.170(a)(1), then the data link recording requirement does not apply.

(b)Examples where the aeroplane cannot use data link communication messages for ATS communications include but are not limited to the cases where:

(1)the aeroplane data link communication capability is disabled permanently and in a way that it cannot be enabled again during the flight;

(2)data link communications are not used to support air traffic service (ATS) in the area of operation of the aeroplane; and

(3)the aeroplane data link communication equipment cannot communicate with the equipment used by ATS in the area of operation of the aeroplane.

Regulation (EU) No 800/2013

Compliance with CVR requirements and FDR requirements may be achieved by:

(a)one flight data and cockpit voice combination recorder if the aeroplane has to be equipped with a CVR or an FDR; or

(b)two flight data and cockpit voice combination recorders if the aeroplane has to be equipped with a CVR and an FDR.

ED Decision 2013/021/R

GENERAL

When two flight data and cockpit voice combination recorders are installed, one should be located near the flight crew compartment in order to minimise the risk of data loss due to a failure of the wiring that gathers data to the recorder. The other should be located at the rear section of the aeroplane in order to minimise the risk of data loss due to recorder damage in the case of a crash.

ED Decision 2013/021/R

GENERAL

(a)A flight data and cockpit voice combination recorder is a flight recorder that records:

(1)all voice communications and the aural environment required by NCC.IDE.A.160; and

(2)all parameters required by NCC.IDE.A.165,

with the same specifications required by NCC.IDE.A.160 and NCC.IDE.A.165.

(b)In addition, a flight data and cockpit voice combination recorder may record data link communication messages and related information required by NCC.IDE.A.170.

Regulation (EU) 2019/1384

(a)Aeroplanes shall be equipped with:

(1)a seat or berth for each person on board who is aged 24 months or more;

(2)a seat belt on each passenger seat and restraining belts for each berth;

(3)a child restraint device (CRD) for each person on board younger than 24 months;

(4)a seat belt with upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration:

(i)on each flight crew seat and on any seat alongside a pilot’s seat; and

(ii)on each observer’s seat located in the flight crew compartment;

and

(5)a seat belt with upper torso restraint system on the seats for the minimum required cabin crew, in the case of aeroplanes first issued with an individual CofA after 31 December 1980.

(b)A seat belt with upper torso restraint system shall have:

(1)a single point release;

(2)on the seats for the minimum number of required cabin crew members, two shoulder straps and a seat belt that may be used independently;

(3)on flight crew members seats and on any seat alongside a pilot's seat, either of the following:

(i)two shoulder straps and a seat belt that may be used independently; or

(ii)a diagonal shoulder strap and a seat belt that may be used independently for the following aeroplanes:

(A)aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are compliant with the emergency landing dynamic conditions defined in the applicable certification specification;

(B)aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less that are not compliant with the emergency landing dynamic conditions defined in the applicable certification specification and having an individual CofA first issued before 25 August 2016.

ED Decision 2019/019/R

CHILD RESTRAINT DEVICES (CRDs)

(a)A CRD is considered to be acceptable if:

(1)it is a ‘supplementary loop’ belt manufactured with the same techniques and the same materials as the approved safety belts; or

(2)it complies with (b).

(b)Provided the CRD can be installed properly on the respective aircraft seat, the following CRDs are considered acceptable:

(1)CRDs approved for use in aircraft according to the European Technical Standard Order ETSO-C100c on Aviation Child Safety Device (ACSD);

(2)CRDs approved by EASA through a Type Certificate or Supplemental Type Certificate;

(3)Child seat approved for use in motor vehicles on the basis of the technical standard specified in (i). The child seat must be also approved for use in aircraft on the basis of the technical standard specified in either point (ii) or point (iii):

(i)UN Standard ECE R44-04 (or 03), or ECE R129 bearing the respective ‘ECE R’ label; and

(ii)German ‘Qualification Procedure for Child Restraint Systems for Use in Aircraft’ (TÜV/958-01/2001) bearing the label ‘For Use in Aircraft’; or

(iii) Other technical standard acceptable to the competent authority. The child seat should hold a qualification sign that it can be used in aircraft.

(4)Child seats approved for use in motor vehicles and aircraft according to Canadian CMVSS 213/213.1 bearing the respective label;

(5)Child seats approved for use in motor vehicles and aircraft according to US FMVSS No 213 and bearing one or two labels displaying the following two sentences:

(i)‘THIS CHILD RESTRAINT SYSTEM CONFORMS TO ALL APPLICABLE FEDERAL MOTOR VEHICLE SAFETY STANDARDS’; and

(ii)in red letters ‘THIS RESTRAINT IS CERTIFIED FOR USE IN MOTOR VEHICLES AND AIRCRAFT’;

(6)Child seats approved for use in motor vehicles and aircraft according to Australia/New Zealand’s technical standard AS/NZS 1754:2013 bearing the green part on the label displaying ‘For Use in Aircraft’; and

(7)CRDs manufactured and tested according to other technical standards equivalent to those listed above. The devices should be marked with an associated qualification sign, which shows the name of the qualification organisation and a specific identification number, related to the associated qualification project. The qualifying organisation should be a competent and independent organisation that is acceptable to the competent authority.

(c)Location

(1)Forward-facing child seats may be installed on both forward-and rearward-facing passenger seats, but only when fitted in the same direction as the passenger seat on which they are positioned. Rearward-facing child seats should only be installed on forward-facing passenger seats. A child seat should not be installed within the radius of action of an airbag unless it is obvious that the airbag is de-activated or it can be demonstrated that there is no negative impact from the airbag.

(2)An infant/child in a CRD should be located in the vicinity of a floor level exit.

(3)An infant/child in a CRD should not hinder evacuation for any passenger.

(4)An infant/child in a CRD should neither be located in the row (where rows are existing) leading to an emergency exit nor located in a row immediately forward or aft of an emergency exit. A window passenger seat is the preferred location. An aisle passenger seat or a cross aisle passenger seat that forms part of the evacuation route to exits is not recommended. Other locations may be acceptable provided the access of neighbour passengers to the nearest aisle is not obstructed by the CRD.

(5)In general, only one CRD per row segment is recommended. More than one CRD per row segment is allowed if the infants/children are from the same family or travelling group provided the infants/children are accompanied by a responsible adult sitting next to them in the same row segment.

(6)A row segment is one or more seats side-by-side separated from the next row segment by an aisle.

(d)Installation

(1)CRDs tested and approved for use in aircraft should only be installed on a suitable passenger seat by the method shown in the manufacturer’s instructions provided with each CRD and with the type of connecting device they are approved for the installation in aircraft. CRDs designed to be installed only by means of rigid bar lower anchorages (ISOFIX or equivalent) should only be used on passenger seats equipped with such connecting devices and should not be secured by passenger seat lap belt.

(2)All safety and installation instructions should be followed carefully by the responsible adult accompanying the infant/child. Operators should prohibit the use of a CRD not installed on the passenger seat according to the manufacturer’s instructions or not approved for use in aircraft.

(3)If a forward-facing child seat with a rigid backrest is to be fastened by a seat lap belt, the restraint device should be fastened when the backrest of the passenger seat on which it rests is in a reclined position. Thereafter, the backrest is to be positioned upright. This procedure ensures better tightening of the child seat on the aircraft seat if the aircraft seat is reclinable.

(4)The buckle of the adult safety belt should be easily accessible for both opening and closing, and should be in line with the seat belt halves (not canted) after tightening.

(5)Forward-facing restraint devices with an integral harness must not be installed such that the adult safety belt is secured over the infant.

(e)Operation

(1)Each CRD should remain secured to a passenger seat during all phases of flight, unless it is properly stowed when not in use.

(2)Where a child seat is adjustable in recline, it should be in an upright position for all occasions when passenger restraint devices are required.

ED Decision 2016/017/R

UPPER TORSO RESTRAINT SYSTEM

(a)A restraint system including a seat belt, two shoulder straps and additional straps is deemed to be compliant with the requirement for restraint systems with two shoulder straps.

(b)An upper torso restraint system which restrains permanently the torso of the occupant is deemed to be compliant with the requirement for an upper torso restraint system incorporating a device that will automatically restrain the occupant’s torso in the event of rapid deceleration.

(c)The use of the upper torso restraint independently from the use of the seat belt is intended as an option for the comfort of the occupant of the seat in those phases of flight where only the seat belt is required to be fastened. A restraint system including a seat belt and an upper torso restraint that both remain permanently fastened is also acceptable.

SEAT BELT

A seat belt with a diagonal shoulder strap (three anchorage points) is deemed to be compliant with the requirement for a seat belt (two anchorage points).

ED Decision 2013/021/R

SEATS FOR MINIMUM REQUIRED CABIN CREW

(a)Seats for the minimum required cabin crew members should be located near required floor level emergency exits, except if the emergency evacuation of passengers would be enhanced by seating cabin crew members elsewhere. In this case, other locations are acceptable.

(b)Such seats should be forward or rearward facing within 15° of the longitudinal axis of the aeroplane.

ED Decision 2016/017/R

EMERGENCY LANDING DYNAMIC CONDITIONS

Emergency landing dynamic conditions are defined in 23.562 of CS-23 or equivalent and in 25.562 of CS-25 or equivalent.

ED Decision 2019/019/R

USE OF CHILD SEATS ON BOARD

Guidance on child restraint devices and facilitation of mutual acceptance of these devices can be found in ICAO Doc 10049 ‘Manual on the approval and use of child restraint systems’.

Regulation (EU) No 800/2013

Aeroplanes in which not all passenger seats are visible from the flight crew seat(s) shall be equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

Regulation (EU) No 800/2013

(a)Aeroplanes shall be equipped with first-aid kits in accordance with Table 1.

Table 1

Number of first-aid kits required

(b)First-aid kits shall be:

(1)readily accessible for use; and

(2)kept up-to-date.

ED Decision 2021/005/R

CONTENT OF FIRST-AID KITS

(a)First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be supplemented by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, number of decks, etc.).

(b)The following should be included in the FAKs:

(1)Equipment:

(i)bandages (assorted sizes, including a triangular bandage);

(ii)burns dressings (unspecified);

(iii)wound dressings (large and small);

(iv)adhesive dressings (assorted sizes);

(v)adhesive tape;

(vi)adhesive wound closures;

(vii)safety pins;

(viii)safety scissors;

(ix)antiseptic wound cleaner;

(x)disposable resuscitation aid;

(xi)disposable gloves;

(xii)tweezers: splinter;

(xiii)thermometers (non-mercury); and

(xiv) surgical masks.

(2)Medications:

(i)simple analgesic (including paediatric form – if the type of operation does not include transport of children or infants, the paediatric form may not be included);

(ii)antiemetic — non-injectable;

(iii)nasal decongestant;

(iv)gastrointestinal antacid, in the case of aeroplanes carrying more than nine passengers;

(v)anti-diarrhoeal medication, in the case of aeroplanes carrying more than nine passengers; and

(vi)antihistamine (including paediatric form – if the type of operation does not include transport of children or infants, the paediatric form may not be included).

(3)Other content. The operator should make the instructions readily available. If an electronic format is available, then all instructions should be kept on the same device. If a paper format is used, then the instructions should be kept in the same kit with the applicable equipment and medication. The instructions should include, as a minimum, the following:

(i)a list of contents in at least two languages (English and one other). This should include information on the effects and side effects of medications carried;

(ii)first-aid handbook, current edition;

(iii)basic life support instructions cards (summarising and depicting the current algorithm for basic life support); and

(iv)medical incident report form.

(4)Additional equipment. The following additional equipment should be carried on board each aircraft equipped with a first-aid kit, though not necessarily in the first-aid kit. When operating multi-deck aircraft, operators should assess if the additional equipment is needed on each deck. The additional equipment should include, as a minimum:

(i)automated external defibrillator (AED) on all aircraft required to carry at least one cabin crew;

(ii)bag-valve masks (masks in three sizes: one for adults, one for children, and one for infants);

(iii)suitable airway management device (e.g. supraglottic airway devices, oropharyngeal and nasopharyngeal airways);

(iv)eye irrigator;

(v)biohazard disposal bags; and

(vi)basic delivery kit (including sterile umbilical cord scissors and a pair of cord clamps) on all aircraft required to carry at least one cabin crew.

ED Decision 2013/021/R

MAINTENANCE OF FIRST-AID KITS

To be kept up to date first-aid kits should be:

(a)inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use;

(b)replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant; and

(c)replenished after use in-flight at the first opportunity where replacement items are available.

ED Decision 2021/005/R

LOCATION

The location of the first-aid kit in the cabin is normally indicated using internationally recognisable signs.

ED Decision 2021/005/R

STORAGE

As a best practice and wherever practicable, the emergency medical equipment listed under AMC1 NCC.IDE.A.190 should be kept close together.

ED Decision 2021/005/R

CONTENT OF FIRST-AID KITS

The operator may supplement first-aid kits according to the characteristics of the operation based on a risk assessment. The assessment does not require an approval by the competent authority.

ED Decision 2021/005/R

LITHIUM BATTERIES

Risks related to the presence of lithium batteries should be assessed. All equipment powered by lithium batteries carried on an aeroplane should comply with the provisions of AMC1 NCC.GEN.130(f) including applicable technical standards such as (E)TSO-C142.

Regulation (EU) No 800/2013

(a)Pressurised aeroplanes operated at flight altitudes for which the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.

(b)Pressurised aeroplanes operated above flight altitudes at which the pressure altitude in the passenger compartments is above 10 000 ft shall carry enough breathing oxygen to supply:

(1)all crew members and:

(i)100 % of the passengers for any period when the cabin pressure altitude exceeds 15 000 ft, but in no case less than 10 minutes’ supply;

(ii)at least 30 % of the passengers, for any period when, in the event of loss of pressurisation and taking into account the circumstances of the flight, the pressure altitude in the passenger compartment will be between 14 000 ft and 15 000 ft; and

(iii)at least 10 % of the passengers for any period in excess of 30 minutes when the pressure altitude in the passenger compartment will be between 10 000 ft and 14 000 ft;

(2)all the occupants of the passenger compartment for no less than 10 minutes, in the case of aeroplanes operated at pressure altitudes above 25 000 ft, or operated below that altitude, but under conditions that will not allow them to descend safely to a pressure altitude of 13 000 ft within 4 minutes.

(c)Pressurised aeroplanes operated at flight altitudes above 25 000 ft shall, in addition, be equipped with:

(1)a device to provide a warning indication to the flight crew of any loss of pressurisation; and

(2)quick donning masks for flight crew members.

ED Decision 2013/021/R

DETERMINATION OF OXYGEN

(a)In the determination of the amount of oxygen required for the routes to be flown, it is assumed that the aeroplane will descend in accordance with the emergency procedures specified in the operations manual, without exceeding its operating limitations, to a flight altitude that will allow the flight to be completed safely (i.e. flight altitudes ensuring adequate terrain clearance, navigational accuracy, hazardous weather avoidance, etc.).

(b)The amount of oxygen should be determined on the basis of cabin pressure altitude and flight duration, and on the assumption that a cabin pressurisation failure will occur at the pressure altitude or point of flight that is most critical from the standpoint of oxygen need.

(c)Following a cabin pressurisation failure, the cabin pressure altitude should be considered to be the same as the aeroplane pressure altitude, unless it can be demonstrated to the competent authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal to the aeroplane pressure altitude. Under these circumstances, the demonstrated maximum cabin pressure altitude may be used as a basis for determination of oxygen supply.

ED Decision 2013/021/R

QUICK DONNING MASKS

A quick donning mask is a type of mask that:

(a)can be placed on the face from its ready position, properly secured, sealed and supplying oxygen upon demand, with one hand and within 5 seconds and will thereafter remain in position, both hands being free;

(b)can be donned without disturbing eye glasses and without delaying the flight crew member from proceeding with assigned emergency duties;

(c)once donned, does not prevent immediate communication between the flight crew members and other crew members over the aircraft intercommunication system; and

(d)does not inhibit radio communications.

Regulation (EU) No 800/2013

(a)Non-pressurised aeroplanes operated at flight altitudes when the oxygen supply is required in accordance with (b) shall be equipped with oxygen storage and dispensing apparatus capable of storing and dispensing the required oxygen supplies.

(b)Non-pressurised aeroplanes operated above flight altitudes at which the pressure altitude in the passenger compartments is above 10 000 ft shall carry enough breathing oxygen to supply:

(1)all crew members and at least 10 % of the passengers for any period in excess of 30 minutes when the pressure altitude in the passenger compartment will be between 10 000 ft and 13 000 ft; and

(2)all crew members and passengers for any period that the pressure altitude in the passenger compartments will be above 13 000 ft.

ED Decision 2013/021/R

DETERMINATION OF OXYGEN

(a)On routes where the oxygen is necessary to be carried for 10 % of the passengers for the flight time between 10 000 ft and 13 000 ft, the oxygen may be provided by:

(1)a plug-in or drop-out oxygen system with sufficient outlets and dispensing units uniformly distributed throughout the cabin so as to provide oxygen to each passenger at his/her own discretion when seated on his/her assigned seat; or

(2)portable bottles, when a cabin crew member is required for the flight.

(b)The amount of supplemental oxygen for sustenance for a particular operation should be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures, including emergency procedures, established for each operation and the routes to be flown, as specified in the operations manual.

Regulation (EU) No 800/2013

(a)Aeroplanes shall be equipped with at least one hand fire extinguisher:

(1)in the flight crew compartment; and

(2)in each passenger compartment that is separate from the flight crew compartment, except if the compartment is readily accessible to the flight crew.

(b)The type and quantity of extinguishing agent for the required fire extinguishers shall be suitable for the type of fire likely to occur in the compartment where the extinguisher is intended to be used and to minimise the hazard of toxic gas concentration in compartments occupied by persons.

ED Decision 2013/021/R

NUMBER, LOCATION AND TYPE

(a)The number and location of hand fire extinguishers should be such as to provide adequate availability for use, account being taken of the number and size of the passenger compartments, the need to minimise the hazard of toxic gas concentrations and the location of toilets, galleys, etc. These considerations may result in the number of fire extinguishers being greater than the minimum required.

(b)There should be at least one hand fire extinguisher installed in the flight crew compartment and this should be suitable for fighting both flammable fluid and electrical equipment fires. Additional hand fire extinguishers may be required for the protection of other compartments accessible to the crew in flight. Dry chemical fire extinguishers should not be used in the flight crew compartment, or in any compartment not separated by a partition from the flight crew compartment, because of the adverse effect on vision during discharge and, if conductive, interference with electrical contacts by the chemical residues.

(c)Where only one hand fire extinguisher is required in the passenger compartments, it should be located near the cabin crew member’s station, where provided.

(d)Where two or more hand fire extinguishers are required in the passenger compartments and their location is not otherwise dictated by consideration of (a), an extinguisher should be located near each end of the cabin with the remainder distributed throughout the cabin as evenly as is practicable.

(e)Unless an extinguisher is clearly visible, its location should be indicated by a placard or sign. Appropriate symbols may also be used to supplement such a placard or sign.

Regulation (EU) No 800/2013

(a)Aeroplanes with an MCTOM of more than 5 700 kg or with an MOPSC of more than nine shall be equipped with at least one crash axe or crowbar located in the flight crew compartment.

(b)In the case of aeroplanes with an MOPSC of more than 200, an additional crash axe or crowbar shall be installed in or near the rearmost galley area.

(c)Crash axes and crowbars located in the passenger compartment shall not be visible to passengers.

Regulation (EU) No 800/2013

If areas of the aeroplane’s fuselage suitable for break-in by rescue crews in an emergency are marked, such areas shall be marked as shown in Figure 1.

Figure 1

Marking of break-in points

ED Decision 2013/021/R

MARKINGS – COLOUR AND CORNERS

(a)The colour of the markings should be red or yellow and, if necessary, should be outlined in white to contrast with the background.

(b)If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm should be inserted so that there is no more than 2 m between adjacent markings.

Regulation (EU) 2015/2338

(a)Aeroplanes shall be equipped with:

(1)an ELT of any type or an aircraft localisation means meeting the requirement of Annex IV (Part CAT), CAT.GEN.MPA.210, to Regulation (EU) No 965/2012, when first issued with an individual CofA on or before 1 July 2008;

(2)an automatic ELT or an aircraft localisation means meeting the requirement of Annex IV (Part CAT), CAT. GEN.MPA.210, to Regulation (EU) No 965/2012, when first issued with an individual CofA after 1 July 2008.

(b)ELTs of any type shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.

ED Decision 2013/021/R

ELT BATTERIES

Batteries used in the ELTs should be replaced (or recharged, if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour, and also when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the equipment manufacturer, has expired. The new expiry date for the replacement (or recharged) battery should be legibly marked on the outside of the equipment. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

ED Decision 2021/008/R

TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

(a)Point (a) of AMC2 CAT.IDE.A.280 lists the applicable types of ELTs.

(b)To minimise the possibility of damage in the event of a crash impact, the ELT(AF), ELT(AP), ELT(AD), and ELT(DT) should be rigidly fixed to the aircraft structure, as far aft as is practicable, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash.

(c)Point (c) of AMC2 CAT.IDE.A.280 on crash survivability and homing-signal capability applies.

(d)Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

ED Decision 2021/008/R

TERMINOLOGY

GM1 CAT.IDE.A.280 provides explanations of terms used in point NCC.IDE.A.215 and in the related AMC.

ED Decision 2021/008/R

ADDITIONAL GUIDANCE

The guidance provided in GM2 CAT.IDE.A.280 is also applicable to point NCC.IDE.A.215.

Regulation (EU) No 800/2013

(a)The following aeroplanes shall be equipped with a life-jacket for each person on board or equivalent individual floatation device for each person on board younger than 24 months, stowed in a position that is readily accessible from the seat or berth of the person for whose use it is provided:

(1)landplanes operated over water at a distance of more than 50 NM from land or taking off or landing at an aerodrome or operating site where, in the opinion of the pilot-in-command, the take-off or approach path is so disposed over water that there would be a likelihood of a ditching; and

(2)seaplanes operated over water.

(b)Each life-jacket or equivalent individual flotation device shall be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

(c)Seaplanes operated over water shall be equipped with:

(1)a sea anchor and other equipment necessary to facilitate mooring, anchoring or manoeuvring the aeroplane on water, appropriate to its size, weight and handling characteristics; and

(2)equipment for making the sound signals as prescribed in the International Regulations for Preventing Collisions at Sea, where applicable.

(d)The pilot-in-command of an aeroplane operated at a distance away from land where an emergency landing is possible greater than that corresponding to 30 minutes at normal cruising speed or 50 NM, whichever is the lesser, shall determine the risks to survival of the occupants of the aeroplane in the event of a ditching, based on which he/she shall determine the carriage of:

(1)equipment for making the distress signals;

(2)life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency; and

(3)life-saving equipment to provide the means of sustaining life, as appropriate to the flight to be undertaken.

ED Decision 2013/021/R

ACCESSIBILITY OF LIFE-JACKETS

The life-jacket should be accessible from the seat or berth of the person for whose use it is provided, with a safety belt or restraint system fastened.

ELECTRIC ILLUMINATION OF LIFE-JACKETS

The means of electric illumination should be a survivor locator light as defined in the applicable ETSO issued by the Agency or equivalent.

RISK ASSESSMENT

(a)When conducting the risk assessment, the pilot-in-command should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the aeroplane.

(b)The pilot-in-command should, for determining the risk, take the following operating environment and conditions into account:

(1)sea state;

(2)sea and air temperatures;

(3)the distance from land suitable for making an emergency landing; and

(4)the availability of search and rescue facilities.

ED Decision 2013/021/R

LIFE-RAFTS AND EQUIPMENT FOR MAKING DISTRESS SIGNALS

(a)The following should be readily available with each life-raft:

(1)means for maintaining buoyancy;

(2)a sea anchor;

(3)life-lines and means of attaching one life-raft to another;

(4)paddles for life-rafts with a capacity of six or less;

(5)means of protecting the occupants from the elements;

(6)a water-resistant torch;

(7)signalling equipment to make the pyrotechnic distress signals described in ICAO Annex 2, Rules of the Air;

(8)100 g of glucose tablets for each four, or fraction of four, persons that the life-raft is designed to carry:

(9)at least 2 litres of drinkable water provided in durable containers or means of making sea water drinkable or a combination of both; and

(10)first-aid equipment.

(b)As far as practicable, items listed in (a) should be contained in a pack.

ED Decision 2013/021/R

SEAT CUSHIONS

Seat cushions are not considered to be flotation devices.

Regulation (EU) No 800/2013

(a)Aeroplanes operated over areas in which search and rescue would be especially difficult shall be equipped with:

(1)signalling equipment to make the distress signals;

(2)at least one survival ELT(S); and

(3)additional survival equipment for the route to be flown taking account of the number of persons on board.

(b)The additional survival equipment specified in (a)(3) does not need to be carried when the aeroplane:

(1)remains within a distance from an area where search and rescue is not especially difficult corresponding to:

(i)120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversion routes; or

(ii)30 minutes at cruising speed for all other aeroplanes;

or

(2)remains within a distance no greater than that corresponding to 90 minutes at cruising speed from an area suitable for making an emergency landing, for aeroplanes certified in accordance with the applicable airworthiness standard.

ED Decision 2013/021/R

SURVIVAL ELT

An ELT(AP) may be used to replace one required ELT(S) provided that it meets the ELT(S) requirements. A water-activated ELT(S) is not an ELT(AP).

ED Decision 2013/021/R

ADDITIONAL SURVIVAL EQUIPMENT

(a)The following additional survival equipment should be carried when required:

(1)500 ml of water for each four, or fraction of four, persons on board;

(2)one knife;

(3)first-aid equipment; and

(4)one set of air/ground codes.

(b)In addition, when polar conditions are expected, the following should be carried:

(1)a means of melting snow;

(2)one snow shovel and one ice saw;

(3)sleeping bags for use by 1/3 of all persons on board and space blankets for the remainder or space blankets for all passengers on board; and

(4)one arctic/polar suit for each crew member carried.

(c)If any item of equipment contained in the above list is already carried on board the aircraft in accordance with another requirement, there is no need for this to be duplicated.

ED Decision 2013/021/R

APPLICABLE AIRWORTHINESS STANDARD

The applicable airworthiness standard should be CS-25 or equivalent.

ED Decision 2013/021/R

SIGNALLING EQUIPMENT

The signalling equipment for making distress signals is described in ICAO Annex 2, Rules of the Air.

ED Decision 2013/021/R

AREAS IN WHICH SEARCH AND RESCUE WOULD BE ESPECIALLY DIFFICULT

The expression ‘areas in which search and rescue would be especially difficult’ should be interpreted, in this context, as meaning:

(a)areas so designated by the competent authority responsible for managing search and rescue; or

(b)areas that are largely uninhabited and where:

(1)the authority referred to in (a) has not published any information to confirm whether search and rescue would be or would not be especially difficult; and

(2)the authority referred to in (a) does not, as a matter of policy, designate areas as being especially difficult for search and rescue.

Regulation (EU) No 800/2013

(a)Aeroplanes shall be equipped with a headset with a boom microphone or equivalent for each flight crew member at their assigned station in the flight crew compartment.

(b)Aeroplanes operated under IFR or at night shall be equipped with a transmit button on the manual pitch and roll control for each required flight crew member.

ED Decision 2013/021/R

GENERAL

(a)A headset consists of a communication device that includes two earphones to receive and a microphone to transmit audio signals to the aeroplane’s communication system. To comply with the minimum performance requirements, the earphones and microphone should match the communication system’s characteristics and the flight crew compartment environment. The headset should be adequately adjustable in order to fit the flight crew’s head. Headset boom microphones should be of the noise cancelling type.

(b)If the intention is to utilise noise cancelling earphones, the operator should ensure that the earphones do not attenuate any aural warnings or sounds necessary for alerting the flight crew on matters related to the safe operation of the aeroplane.

ED Decision 2013/021/R

GENERAL

The term ‘headset’ includes any aviation helmet incorporating headphones and microphone worn by a flight crew member.

Regulation (EU) No 800/2013

(a)Aeroplanes operated under IFR or at night, or when required by the applicable airspace requirements, shall be equipped with radio communication equipment that, under normal radio propagating conditions, shall be capable of:

(1)conducting two-way communication for aerodrome control purposes;

(2)receiving meteorological information at any time during flight;

(3)conducting two-way communication at any time during flight with those aeronautical stations and on those frequencies prescribed by the appropriate authority; and

(4)providing for communication on the aeronautical emergency frequency 121,5 MHz.

(b)When more than one communication equipment unit is required, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other.