CAT.IDE.A.100 Instruments and equipment – general

Regulation (EU) 2019/1384

(a) Instruments and equipment required by this Subpart shall be approved in accordance with the applicable airworthiness requirements except for the following items:

(1) Spare fuses;

(2) Independent portable lights;

(3) An accurate time piece;

(4) Chart holder;

(5) First-aid kits;

(6) Emergency medical kit;

(7) Megaphones;

(8) Survival and signalling equipment;

(9) Sea anchors and equipment for mooring; and

(10) Child restraint devices.

(b) Instruments and equipment not required under this Annex (Part-CAT) 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 CAT.IDE.A.330, CAT.IDE.A.335, CAT.IDE.A.340 and CAT.IDE.A.345 of this Annex;

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

(c) If equipment is to be used by one flight crew member at his/her station during flight, it shall be readily operable from that station. When a single item of equipment is required to be operated by more than one flight crew member it shall be installed so that the equipment is readily operable from any station at which the equipment is required to be operated.

(d) Those instruments that are used by any 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 that he/she normally assumes when looking forward along the flight path.

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

GM1 CAT.IDE.A.100(a) Instruments and equipment – general

ED Decision 2014/015/R

REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH COMMISSION REGULATION (EU) NO 748/2012

The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in CAT.IDE.A.100(a), 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.

GM1 CAT.IDE.A.100(b) Instruments and equipment – general

ED Decision 2014/015/R

NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH COMMISSION REGULATION (EU) NO 748/2012, BUT ARE CARRIED ON A FLIGHT

(a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with Commission Regulation (EU) No 748/2012⁸⁰ Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, p. 1). In this case, the installation should be approved as required in Commission Regulation (EU) No 748/2012 and should comply with the applicable Certification Specifications as required under the same Regulation.

(b) The failure of additional non-installed instruments or equipment not required by this Part or by Commission Regulation (EU) No 748/2012 or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the aeroplane. Examples may be the following:

(1) portable electronic flight bag (EFB);

(2) portable electronic devices carried by flight crew or cabin crew; and

(3) non-installed passenger entertainment equipment.

GM1 CAT.IDE.A.100(d) Instruments and equipment – general

ED Decision 2014/015/R

POSITIONING OF INSTRUMENTS

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

CAT.IDE.A.105 Minimum equipment for flight

Regulation (EU) 2019/1384

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

(a) the aeroplane is operated in accordance with the operator’s MEL; or

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

AMC1 CAT.IDE.A.105 Minimum equipment for flight

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.

GM1 CAT.IDE.A.105 Minimum equipment for flight

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.

CAT.IDE.A.110 Spare electrical fuses

Regulation (EU) No 965/2012

(a) Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete circuit protection, for replacement of those fuses that are allowed to be replaced in flight.

(b) The number of spare fuses that are required to be carried shall be the higher of:

(1) 10 % of the number of fuses of each rating; or

(2) three fuses for each rating.

GM1 CAT.IDE.A.110 Spare electrical fuses

ED Decision 2014/015/R

FUSES

A ‘spare electrical fuse’ means a replaceable fuse in the flight crew compartment, not an automatic circuit breaker, or circuit breakers in the electric compartments.

CAT.IDE.A.115 Operating lights

Regulation (EU) No 965/2012

(a) Aeroplanes operated by day shall be equipped with:

(1) an anti-collision light system;

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

(3) lighting supplied from the aeroplane’s electrical system to provide illumination in all passenger compartments; and

(4) an independent portable light for each required crew member readily accessible to crew members when seated at their designated stations.

(b) Aeroplanes operated at night shall in addition be equipped with:

(1) navigation/position lights;

(2) two landing lights or a single light having two separately energised filaments; and

(3) lights to conform with the International Regulations for Preventing Collisions at Sea if the aeroplane is operated as a seaplane.

CAT.IDE.A.120 Equipment to clear windshield

Regulation (EU) No 965/2012

Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped at each pilot station with a means to maintain a clear portion of the windshield during precipitation.

AMC1 CAT.IDE.A.120 Equipment to clear windshield

ED Decision 2014/015/R

MEANS TO MAINTAIN A CLEAR PORTION OF THE WINDSHIELD DURING PRECIPITATION

The means used to maintain a clear portion of the windshield during precipitation should be windshield wipers or an equivalent.

CAT.IDE.A.125 Operations under VFR by day – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

(a) Aeroplanes operated under VFR by day shall be equipped with the following equipment, available at the pilot’s station:

(1) A means of measuring and displaying:

(i) Magnetic heading;

(ii) Time in hours, minutes, and seconds;

(iii) Barometric altitude;

(iv) Indicated airspeed;

(v) Vertical speed;

(vi) Turn and slip;

(vii) Attitude;

(viii) Heading;

(ix) Outside air temperature; and

(x) Mach number whenever speed limitations are expressed in terms of Mach number.

(2) A means of indicating when the supply of power to the required flight instruments is not adequate.

(b) Whenever two pilots are required for the operation, an additional separate means of displaying the following shall be available for the second pilot:

(1) Barometric altitude;

(2) Indicated airspeed;

(3) Vertical speed;

(4) Turn and slip;

(5) Attitude; and

(6) Heading.

(c) A means for preventing malfunction of the airspeed indicating systems due to condensation or icing shall be available for:

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

(2) aeroplanes first issued with an individual CofA on or after 1 April 1999.

(d) Single engine aeroplanes first issued with an individual CofA before 22 May 1995 are exempted from the requirements of (a)(1)(vi), (a)(1)(vii), (a)(1)(viii) and (a)(1)(ix) if the compliance would require retrofitting.

AMC1 CAT.IDE.A.125 & CAT.IDE.A.130 Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC2 CAT.IDE.A.125 Operations under VFR by day — flight and navigational instruments and associated equipment

ED Decision 2014/015/R

LOCAL FLIGHTS

For flights that do not exceed 60 minutes’ duration, that take off and land at the same aerodrome and that remain within 50 NM of that aerodrome, an equivalent means of complying with CAT.IDE.A.125 (a)(1)(vi) may be:

(a) a turn and slip indicator;

(b) a turn coordinator; or

(c) both an attitude indicator and a slip indicator.

AMC1 CAT.IDE.A.125(a)(1)(i) & CAT.IDE.A.130(a)(1) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(ii) & CAT.IDE.A.130(a)(2) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(iii) & CAT.IDE.A.130(b) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(iv) & CAT.IDE.A.130(a)(3) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

ED Decision 2014/015/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

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

AMC1 CAT.IDE.A.125(a)(1)(ix) & CAT.IDE.A.130(a)(8) Operations under VFR by day & operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(b) & CAT.IDE.A.130(h) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(c) & CAT.IDE.A.130(d) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

GM1 CAT.IDE.A.125 & CAT.IDE.A.130 Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

CAT.IDE.A.130 Operations under IFR or at night – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

Aeroplanes operated under VFR at night or under IFR shall be equipped with the following equipment, available at the pilot’s station:

(a) A means of measuring and displaying:

(1) Magnetic heading;

(2) Time in hours, minutes and seconds;

(3) Indicated airspeed;

(4) Vertical speed;

(5) Turn and slip, or in the case of aeroplanes equipped with a standby means of measuring and displaying attitude, slip;

(6) Attitude;

(7) Stabilised heading;

(8) Outside air temperature; and

(9) Mach number whenever speed limitations are expressed in terms of Mach number.

(b) Two means of measuring and displaying barometric altitude.

(c) A means of indicating when the supply of power to the required flight instruments is not adequate.

(d) A means for preventing malfunction of the airspeed indicating systems required in (a)(3) and (h)(2) due to condensation or icing.

(e) A means of annunciating to the flight crew the failure of the means required in (d) for aeroplanes:

(1) issued with an individual CofA on or after 1 April 1998; or

(2) issued with an individual CofA before 1 April 1998 with an MCTOM of more than 5 700 kg, and with an MOPSC of more than nine.

(f) Except for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less, two independent static pressure systems.

(g) One static pressure system and one alternate source of static pressure for propeller-driven aeroplanes with an MCTOM of 5 700 kg or less.

(h) Whenever two pilots are required for the operation, a separate means of displaying for the second pilot:

(1) Barometric altitude;

(2) Indicated airspeed;

(3) Vertical speed;

(4) Turn and slip;

(5) Attitude; and

(6) Stabilised heading.

(i) A standby means of measuring and displaying attitude capable of being used from either pilot’s station for aeroplanes with an MCTOM of more than 5 700 kg or an MOPSC of more than nine that:

(1) is powered continuously during normal operation and, after a total failure of the normal electrical generating system, is powered from a source independent from the normal electrical generating system;

(2) provides reliable operation for a minimum of 30 minutes after total failure of the normal electrical generating system, taking into account other loads on the emergency power supply and operational procedures;

(3) operates independently of any other means of measuring and displaying attitude;

(4) is operative automatically after total failure of the normal electrical generating system;

(5) is appropriately illuminated during all phases of operation, except for aeroplanes with an MCTOM of 5 700 kg or less, already registered in a Member State on 1 April 1995 and equipped with a standby attitude indicator in the left-hand instrument panel;

(6) is clearly evident to the flight crew when the standby attitude indicator is being operated by emergency power; and

(7) where the standby attitude indicator has its own dedicated power supply, has an associated indication, either on the instrument or on the instrument panel, when this supply is in use.

(j) A chart holder in an easily readable position that can be illuminated for night operations.

AMC1 CAT.IDE.A.125 & CAT.IDE.A.130 Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(i) & CAT.IDE.A.130(a)(1) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(ii) & CAT.IDE.A.130(a)(2) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(iv) & CAT.IDE.A.130(a)(3) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

ED Decision 2014/015/R

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

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

AMC1 CAT.IDE.A.130(a)(5) Operations under IFR or at night — flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(ix) & CAT.IDE.A.130(a)(8) Operations under VFR by day & operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(a)(1)(iii) & CAT.IDE.A.130(b) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC2 CAT.IDE.A.130(b) Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(c) & CAT.IDE.A.130(d) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.130(e) Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.125(b) & CAT.IDE.A.130(h) Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.130(i)(5) Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

AMC1 CAT.IDE.A.130(j) Operations under IFR or at night — flight and navigational instruments and associated equipment

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).

GM1 CAT.IDE.A.125 & CAT.IDE.A.130 Operations under VFR by day & Operations under IFR or at night – flight and navigational instruments and associated equipment

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.

CAT.IDE.A.135 Additional equipment for single-pilot operation under IFR

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.

CAT.IDE.A.140 Altitude alerting system

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.

CAT.IDE.A.150 Terrain awareness warning system (TAWS)

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.

AMC1 CAT.IDE.A.150 Terrain awareness warning system (TAWS)

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.

GM1 CAT.IDE.A.150 Terrain awareness warning system (TAWS)

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.

CAT.IDE.A.155 Airborne collision avoidance system (ACAS)

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.

CAT.IDE.A.160 Airborne weather detecting equipment

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.

AMC1 CAT.IDE.A.160 Airborne weather detecting equipment

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.

CAT.IDE.A.165 Additional equipment for operations in icing conditions at night

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.

CAT.IDE.A.170 Flight crew interphone system

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.

AMC1 CAT.IDE.A.170 Flight crew interphone system

ED Decision 2014/015/R

TYPE OF FLIGHT CREW INTERPHONE

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

CAT.IDE.A.175 Crew member interphone system

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.

AMC1 CAT.IDE.A.175 Crew member interphone system

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.

CAT.IDE.A.180 Public address system

Regulation (EU) No 965/2012

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

AMC1 CAT.IDE.A.180 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.

CAT.IDE.A.185 Cockpit voice recorder

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.

AMC1 CAT.IDE.A.185 Cockpit voice recorder

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.

GM1 CAT.IDE.A.185 Cockpit voice recorder

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.

CAT.IDE.A.190 Flight data recorder

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.

AMC1.1 CAT.IDE.A.190 Flight data recorder

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.

AMC1.2 CAT.IDE.A.190 Flight data recorder

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 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 Document 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.

AMC2 CAT.IDE.A.190 Flight data recorder

ED Decision 2022/012/R

OPERATIONAL PERFORMANCE REQUIREMENTS FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 APRIL 1998 AND BEFORE 1 JANUARY 2016

(a) The operational performance requirements for FDRs should be those laid down in EUROCAE Document ED-55 (Minimum Operational Performance Requirements For Flight Data Recorder Systems) dated May 1990, 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) The FDR should record, with reference to a timescale:

(1) the parameters listed in Table 1a or Table 1b below, as applicable;

(2) the additional parameters listed in Table 2 below, for those aeroplanes with an MCTOM exceeding 27 000 kg;

(3) any dedicated parameters relating to novel or unique design or operational characteristics of the aeroplane as determined by the competent authority; and

(4) the additional parameters listed in Table 3 below, for those aeroplanes equipped with electronic display systems.

(c) The FDR of aeroplanes first issued with an individual CofA before 20 August 2002 and equipped with an electronic display system does not need to record those parameters listed in Table 3 for which:

(1) the sensor is not available;

(2) the aeroplane system or equipment generating the data needs to be modified; or

(3) the signals are incompatible with the recording system;

(d) The FDR of aeroplanes first issued with an individual CofA on or after 1 April 1998 but not later than 1 April 2001 is not required to comply with (b) above if:

(1) compliance with (a) cannot be achieved without extensive modification to the aeroplane system and equipment other than the flight recording system; and

(2) the FDR of the aeroplane can comply with AMC4 CAT.IDE.A.190(a) except that parameter 15b in Table 1 of AMC4 CAT.IDE.A.190 need not be recorded.

(e) The parameters to be recorded should meet, as far as practicable, the performance specifications (ranges, sampling intervals, accuracy limits, and resolution in read-out) defined in Table 1 of AMC3 CAT.IDE.A.190.

(f) For aeroplanes with novel or unique design or operational characteristics, the additional parameters should be those required in accordance with applicable Certification Specifications during type or supplemental certification or validation.

(g) If recording capacity is available, as many as possible of the additional parameters specified in table II-A.1 of EUROCAE Document ED 112 dated March 2003 should be recorded.

Table 1a

FDR — Aeroplanes with an MCTOM of more than 5 700 kg

Table 1b

FDR — Aeroplanes with an MCTOM 5 700 kg or below

Table 2

FDR — Additional parameters for aeroplanes with an MCTOM of more than 27 000 kg

Table 3

FDR — Aeroplanes equipped with electronic display systems

AMC3 CAT.IDE.A.190 Flight data recorder

ED Decision 2022/012/R

PERFORMANCE SPECIFICATIONS FOR THE PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 APRIL 1998 AND BEFORE 1 JANUARY 2016

Table 1: FDR

AMC4 CAT.IDE.A.190 Flight data recorder

ED Decision 2019/019/R

LIST OF PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA ON OR AFTER 1 JUNE 1990 UP TO AND INCLUDING 31 MARCH 1998

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

(1) the parameters listed in Table 1 below; and

(2) the additional parameters listed in Table 2 below for those aeroplanes with an MCTOM exceeding 27 000 kg.

(b) The FDR of aeroplanes having an MCTOM of 27 000 kg or below does not need to record parameters 14 and 15b of Table 1 below if any of the following conditions are met:

(1) the sensor is not readily available;

(2) sufficient capacity is not available in the flight recorder system; or

(3) a change is required in the equipment that generates the data.

(c) The FDR of aeroplanes having an MCTOM exceeding 27 000 kg does not need to record parameter 15b of Table 1 below, and parameters 23, 24, 25, 26, 27, 28, 29, 30 and 31 of Table 2 below, if any of the following conditions are met:

(1) the sensor is not readily available;

(2) sufficient capacity is not available in the FDR system;

(3) a change is required in the equipment that generates the data; or

(4) for navigational data (NAV frequency selection, DME distance, latitude, longitude, ground speed and drift), the signals are not available in digital form.

(d) The FDR does not need to record individual parameters that can be derived by calculation from the other recorded parameters.

(e) The parameters to be recorded should meet, as far as practicable, the performance specifications (range, sampling intervals, accuracy limits, and resolution in read-out) defined in Table 1 of AMC5 CAT.IDE.A.190.

Table 1

Flight data recorder — Aeroplanes with an MCTOM of more than 5 700 kg

Table 2

Flight data recorder — Additional parameters for aeroplanes with an MCTOM of more than 27 000 kg

AMC5 CAT.IDE.A.190 Flight data recorder

ED Decision 2015/007/R

PERFORMANCE SPECIFICATIONS FOR THE PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL COFA UP TO AND INCLUDING 31 MARCH 1998

Table 1: Flight data recorder

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

AMC6 CAT.IDE.A.190 Flight data recorder

ED Decision 2019/019/R

LIST OF PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL CofA BEFORE 1 JUNE 1990

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

(1) the parameters listed in Table 1 below;

(2) the additional parameters 6 to 15b of Table 2 below, for aeroplanes with an MCTOM exceeding 5 700 kg but not exceeding 27 000 kg and first issued with an individual CofA on or after 1 January 1989, when the following conditions are met:

(i) sufficient capacity is available on a flight recorder system;

(ii) the sensor is readily available; and

(iii) a change is not required in the equipment that generates the data;

(3) the additional parameters from 6 to 15b of Table 2 below, for aeroplanes with a maximum certificated take-off mass exceeding 27 000 kg that are of a type first type certified after 30 September 1969; and

(4) the additional parameters listed in Table 2 below for aeroplanes with an MCTOM exceeding 27 000 kg and first issued with an individual CofA on or after 1 January 1987, when the following conditions are met:

(i) sufficient capacity is available on a flight recorder system;

(ii) the sensor is readily available; and

(iii) a change is not required in the equipment that generates the data.

(b) The FDR of aeroplanes with an MCTOM exceeding 27 000 kg that are of a type first type certified after 30 September 1969 does not need to record the parameters 13, 14 and 15b in Table 2 below, when any of the following conditions are met:

(1) sufficient capacity is not available on a flight recorder system;

(2) the sensor is not readily available; and

(3) a change is required in the equipment that generates the data.

(c) The parameters to be recorded should meet, as far as practicable, the performance specifications (range, sampling intervals, accuracy limits, and resolution in read-out) defined in Table 1 of AMC5 CAT.IDE.A.190).

(d) When so determined by the Agency, the FDR does not need to record individual parameters that can be derived by calculation from the other recorded parameters.

Table 1

Flight data recorder — aeroplanes with an MCTOM exceeding 5 700 kg

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

Table 2

Additional parameters for aeroplanes under conditions of AMC6 CAT.IDE.A.190, 1 & 2

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

GM1 CAT.IDE.A.190 Flight data recorder

ED Decision 2014/015/R

GENERAL

(a) The alleviation of AMC2 CAT.IDE.A.190(d) affects a small number of aeroplanes first issued with an individual CofA on or after 1 April 1998 that were either constructed prior to this date or to a specification in force just prior to this date. These aeroplanes may not comply fully with AMC2 CAT.IDE.A.190(b), but are able to comply with AMC4 CAT.IDE.A.190. In addition, this alleviation applies only if compliance with AMC2 CAT.IDE.A.190(b) would imply significant modifications to the aeroplane with a severe re-certification effort.

(b) Flight data recorder systems installed on board aeroplanes first issued with an individual CofA up to and including 31 March 1998, and for which the recorded parameters do not comply with the performance specifications of Table 1 of AMC5 CAT.IDE.A.190 (i.e. range, sampling intervals, accuracy limits and recommended resolution readout) may be acceptable to the Agency.

(c) The alleviations of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(b), are acceptable only if adding the recording of missing parameters to the existing flight data recorder system would require a major upgrade of the system itself. Account is taken of the following:

(1) The extent of the modification required;

(2) The downtime period; and

(3) Equipment software development.

(d) For the purpose of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(a) and (b), ‘capacity available’ refers to the space on both the flight data acquisition unit and the flight data recorder not allocated for recording the required parameters, or the parameters recorded for the purpose of the Flight Data Monitoring programme, as determined by the Agency.

(e) For the purpose of AMC4 CAT.IDE.A.190(b) and (c), and AMC6 CAT.IDE.A.190(a) and (b), a sensor is considered ‘readily available’ when it is already available or can be easily incorporated.

(f) For aeroplanes first issued with an individual CofA up to and including 31 March 1998, the recording of the following additional parameters may be considered:

(1) Remaining parameters in Table 2 of AMC4 CAT.IDE.A.190 or Table 2 of AMC6 CAT.IDE.A.190 as applicable;

(2) Any dedicated parameter relating to novel or unique design or operational characteristics of the aeroplane;

(3) operational information from electronic display systems, such as EFIS, ECAM or EICAS, with the following order of priority:

(i) parameters selected by the flight crew relating to the desired flight path, e.g. barometric pressure setting, selected altitude, selected airspeed, decision height, and autoflight system engagement and mode indications if not recorded from another source;

(ii) display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE, COPY, etc.;

(iii) warning and alerts;

(iv) the identity of displayed pages from emergency procedures and checklists.

(4) retardation information including brake application for use in the investigation of landing overruns or rejected take offs; and

(5) additional engine parameters (EPR, N1, EGT, fuel flow, etc.).

CAT.IDE.A.191 Lightweight flight recorder

Regulation (EU) 2019/1387

(a) Turbine-engined aeroplanes with an MCTOM of 2 250 kg or more and aeroplanes with an MOPSC of more than 9 shall be equipped with a flight recorder if all of the following conditions are met:

(1) they are not within the scope of point CAT.IDE.A.190(a);

(2) they are first issued with an individual CofA on or after 5 September 2022.

(b) The flight recorder shall record, by means of flight data or images, information that is sufficient to determine the flight path and aircraft speed.

(c) The flight recorder shall be capable of retaining the flight data and the images recorded during at least the preceding 5 hours.

(d) The flight recorder shall automatically start to record prior to the aeroplane being capable of moving under its own power and shall stop automatically after the aeroplane is no longer capable of moving under its own power.

(e) If the flight recorder records images or audio of the flight crew compartment, then a function shall be provided which can be operated by the commander and which modifies image and audio recordings made before the operation of that function, so that those recordings cannot be retrieved using normal replay or copying techniques.

AMC1 CAT.IDE.A.191 Lightweight flight recorder

ED Decision 2021/005/R

OPERATIONAL PERFORMANCE REQUIREMENTS

(a) If the flight recorder records flight data, it should record at least the following parameters:

(1) pitch attitude or pitch rate,

(2) roll attitude or roll rate,

(3) heading (magnetic or true) or yaw rate,

(4) latitude,

(5) longitude,

(6) positioning system: estimated error (if available),

(7) pressure altitude or altitude from a positioning system,

(8) time,

(10) ground speed,

(11) positioning system: track (if available),

(12) normal acceleration,

(13) longitudinal acceleration, and

(14) lateral acceleration.

(b) If the flight recorder records images, it should capture views of the main instrument displays at the pilot station, or at both pilot stations when the aeroplane is certified for operation with a minimum crew of two pilots. The recorded image quality should allow reading the following indications during most of the flight:

(1) magnetic heading,

(2) time,

(3) pressure altitude,

(4) indicated airspeed,

(5) vertical speed,

(6) turn and slip,

(7) attitude,

(8) Mach number (if displayed),

(9) stabilised heading, and

(10)  tachometer indication or equivalent indication of propulsive thrust or power.

(c) If the flight recorder records a combination of images and flight data, each flight parameter listed in (a) should be recorded as flight data or by means of images.

(d) The flight parameters listed in (a), which are recorded as flight data, should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant table of EUROCAE Document ED-112 ‘Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems’, dated March 2003, or EUROCAE Document ED-155 ‘Minimum Operational Performance Specification for Lightweight Flight Recording Systems’, dated July 2009, or any later equivalent standard accepted by EASA.

(e) The operational performance requirements for the flight recorder should be those laid down in:

(1) EUROCAE Document ED-155 or any later equivalent standard accepted by EASA for lightweight flight recorders; or

(2) EUROCAE Document ED-112 or any later equivalent standard accepted by EASA for crash-protected flight recorders.

GM1 CAT.IDE.A.191 Lightweight flight recorder

ED Decision 2021/005/R

ADDITIONAL USEFUL INFORMATION

(a) Experience has shown the usefulness, for analysing incidents and for training purposes, of recording additional information. In particular, audio of the flight crew compartment and information on the handling of the aircraft (such as position of flight controls, position of engine controls, fuel and oil indications, aircraft configuration selection), and an external view are very useful for such purposes. To capture such information, simple equipment such as an integrated microphone and integrated camera may be sufficient.

(b) If the flight recorder includes optional capabilities such as described in (a), their recording duration is recommended to be at least 2 hours.

(c) If the flight recorder is capable of acquiring flight parameters from some aircraft systems, it is advised to give priority to the flight parameters listed in Annex II-B to EUROCAE Document ED-155 or the flight parameters listed in Annex II-A to EUROCAE Document ED-112. Indeed, these flight parameters were selected based on their relevance in many safety investigations.

GM2 CAT.IDE.A.191 Lightweight flight recorder

ED Decision 2021/005/R

INSTALLATION OF CAMERAS

When cameras are installed for the purpose of CAT.IDA.A.191, it is advised to install them so that they do not capture images of head and shoulders of the flight crew members whilst seated in their normal operating position.

GM3 CAT.IDE.A.191 Lightweight flight recorder

ED Decision 2021/005/R

RECORDING ACCURACY OF ATTITUDE RATE PARAMETERS

In the case of attitude rate parameters (pitch rate parameter, yaw rate parameter, roll rate parameter), the accuracy limit specified in EUROCAE Document ED-155, dated July 2009, was found to be unclear. Therefore, the following additional guidance is provided:

(a) If the attitude rate parameter is provided by an approved system of the aeroplane, accuracy greater than as provided by this system is not expected for this attitude rate parameter.

(b) If the attitude rate parameter is provided by a dedicated gyroscope, it is advisable that the gyroscope meets the following performance:

(1) errors caused by linear accelerations less than ±3°/sec (equivalent to ±1% of 300°/sec recording range) for all combinations of parameter values and linear acceleration values in the respective ranges [-300°/sec; +300°/sec] and [-3g; +6g];

(2) errors caused by temperature less than ±5°/sec for all combinations of parameter values and temperature values in the respective ranges [-300°/sec; +300°/sec] and [-40°C; +85°C];

(3) angular random walk of the gyroscope equal to or less than 2°/sqrt(hour); and

(4) bias stability of the gyroscope significantly less than 360°/hour (for instance, 50°/hour).

GM1 CAT.IDE.A.191(e) Lightweight flight recorder

ED Decision 2021/005/R

FUNCTION TO MODIFY IMAGE AND AUDIO RECORDINGS

The purpose of the function modifying the image and audio recordings is to allow the flight crew to protect their privacy by making such recordings inaccessible using normal techniques. The activation of this function is subject to the commander’s approval (refer to CAT.GEN.MPA.105). However, the equipment manufacturer or a safety investigation authority might still be able to retrieve these recordings using special techniques.

CAT.IDE.A.195 Data link recording

Regulation (EU) 2021/1296

(a) Aeroplanes first issued with an individual CofA on or after 8 April 2014 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 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 CAT.IDE.A.185.

(d) If the recorder 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 recorder is deployable, it shall have an automatic emergency locator transmitter.

(e) The requirements applicable to the start and stop logic of the data link recorder are the same as the requirements applicable to the start and stop logic of the cockpit voice recorder (CVR) that are contained in point CAT.IDE.A.185.

AMC1 CAT.IDE.A.195 Data link recording

ED Decision 2014/015/R

GENERAL

(a) As a means of compliance with CAT.IDE.A.195(a), the recorder on which the data link messages is recorded may be:

(1) the CVR;

(2) the FDR;

(3) a combination recorder when CAT.IDE.A.200 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 No 2, or any later equivalent standard produced by EUROCAE.

(b) As a means of compliance with CAT.IDE.A.195(a)(2), the operator should enable correlation by providing information that allows an accident investigator to understand what data was provided to the aeroplane 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 CAT.IDE.A.195(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 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 architecture’, in CAT.IDE.A.195(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.

The intention is that new designs of source systems should include this functionality and support the full recording of the required information.

(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

Applications

GM1 CAT.IDE.A.195 Data link recording

ED Decision 2014/015/R

DEFINITIONS AND ACRONYMS

(a) The letters and expressions in Table 1 of AMC1 CAT.IDE.A.195 have the following meaning:

C: complete contents recorded

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

*:  Applications that are to be recorded only as far as is practicable, given the architecture of the system.

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.

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 CAT.IDE.A.195 are described in Table 1 below.

Table 1

Definitions of applications type

AAC  aeronautical administrative communications

ADS-B  automatic dependent surveillance — broadcast

ADS-C  automatic dependent surveillance — contract

AFN  aircraft flight notification

AOC  aeronautical operational control

ATIS  automatic terminal information service

ATSC  air traffic service communication

CAP  controller access parameters

CPDLC  controller pilot data link communications

CM  configuration/context management

D-ATIS  digital ATIS

D-FIS  data link flight information service

D-METAR data link meteorological airport report

DCL  departure clearance

FANS  Future Air Navigation System

FLIPCY  flight plan consistency

OCL  oceanic clearance

SAP  system access parameters

TWIP  terminal weather information for pilots

GM1 CAT.IDE.A.195(a) Data link recording

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 CAT.IDE.A.195(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’s data link communication equipment cannot communicate with the equipment used by ATS in the area of operation of the aeroplane.

CAT.IDE.A.200 Combination recorder

Regulation (EU) No 965/2012

Compliance with CVR and FDR requirements may be achieved by:

(a) one flight data and cockpit voice combination recorder in the case of aeroplanes required to be equipped with a CVR or an FDR;

(b) one flight data and cockpit voice combination recorder in the case of aeroplanes with an MCTOM of 5 700 kg or less and required to be equipped with a CVR and an FDR; or

(c) two flight data and cockpit voice combination recorders in the case of aeroplanes with an MCTOM of more than 5 700 kg and required to be equipped with a CVR and an FDR.

AMC1 CAT.IDE.A.200 Combination recorder

ED Decision 2021/005/R

GENERAL

(a) 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.

(b) When two flight data and cockpit voice combination recorders are installed and an alternate power source is required for the CVR function, it is acceptable to provide this alternate power source only to the cockpit-mounted area microphone and to one recorder.

GM1 CAT.IDE.A.200 Combination recorder

ED Decision 2014/015/R

GENERAL

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

(1) all voice communications and aural environment required by CAT.IDE.A.185 regarding CVRs; and

(2) all parameters required by CAT.IDE.A.190 regarding FDRs,

with the same specifications required by those paragraphs.

(b) In addition, a flight data and cockpit voice combination recorder may record data link communication messages and related information required by CAT.IDE.A.195.

CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

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 except as specified in (3);

(3) a seat belt with upper torso restraint system on each passenger seat and restraining belts on each berth in the case of aeroplanes with an MCTOM of 5 700 kg or less and with an MOPSC of nine or less, having an individual CofA first issued on or after 8 April 2015;

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

(5) 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;

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

(6) a seat belt with upper torso restraint system on each seat for the minimum required cabin crew.

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

(1) a single point release;

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

(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;

(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 28 October 2014;

(C) aeroplanes certified in accordance with CS-VLA or equivalent and CS-LSA or equivalent.

AMC1 CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

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 seats approved for use in motor vehicles on the basis of the technical standard specified in point (i) below. 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 must be easily accessible for both opening and closing, and must 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 must be in an upright position for all occasions when passenger restraint devices are required.

AMC2 CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

ED Decision 2016/015/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

(d) 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).

AMC3 CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

ED Decision 2014/015/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.

GM1 CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

ED Decision 2016/015/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.

GM2 CAT.IDE.A.205 Seats, seat safety belts, restraint systems and child restraint devices

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’.

CAT.IDE.A.210 Fasten seat belt and no smoking signs

Regulation (EU) No 965/2012

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.

CAT.IDE.A.215 Internal doors and curtains

Regulation (EU) No 379/2014

Aeroplanes shall be equipped with:

(a) in the case of aeroplanes with an MOPSC of more than 19, a door between the passenger compartment and the flight crew compartment, with a placard indicating ‘crew only’ and a locking means to prevent passengers from opening it without the permission of a member of the flight crew;

(b) a readily accessible means for opening each door that separates a passenger compartment from another compartment that has emergency exits;

(c) a means for securing in the open position any doorway or curtain separating the passenger compartment from other areas that need to be accessed to reach any required emergency exit from any passenger seat;

(d) a placard on each internal door or adjacent to a curtain that is the means of access to a passenger emergency exit, to indicate that it shall be secured open during take-off and landing; and

(e) a means for any member of the crew to unlock any door that is normally accessible to passengers and that can be locked by passengers.

CAT.IDE.A.220 First-aid kit

Regulation (EU) No 965/2012

(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.

AMC1 CAT.IDE.A.220 First-aid kit

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 first-aid kit:

(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);

(ii) antiemetic — non-injectable (including paediatric form);

(iii) nasal decongestant;

(iv) gastrointestinal antacid, in the case of aeroplanes carrying more than 9 passengers;

(v) anti-diarrhoeal medication, in the case of aeroplanes carrying more than 9 passengers; and

(vi) antihistamine (including paediatric form).

(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 or 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.

AMC2 CAT.IDE.A.220 First-aid kit

ED Decision 2014/015/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.

GM1 CAT.IDE.A.220 First-aid kit

ED Decision 2021/005/R

LOCATION

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

GM2 CAT.IDE.A.220 First-aid kit

ED Decision 2021/005/R

STORAGE

As a best practice and wherever practicable, the emergency medical equipment listed under AMC1 CAT.IDE.A.220 should be kept close together.

GM3 CAT.IDE.A.220 First-aid kit

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.

GM4 CAT.IDE.A.220 First-aid kit

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 CAT.GEN.MPA.140(f) including applicable technical standards such as (E)TSO-C142.

CAT.IDE.A.225 Emergency medical kit

Regulation (EU) No 965/2012

(a) Aeroplanes with an MOPSC of more than 30 shall be equipped with an emergency medical kit when any point on the planned route is more than 60 minutes flying time at normal cruising speed from an aerodrome at which qualified medical assistance could be expected to be available.

(b) The commander shall ensure that drugs are only administered by appropriately qualified persons.

(c) The emergency medical kit referred to in (a) shall be:

(1) dust and moisture proof;

(2) carried in a way that prevents unauthorised access; and

(3) kept up to date.

AMC1 CAT.IDE.A.225 Emergency medical kit

ED Decision 2021/005/R

CONTENT OF EMERGENCY MEDICAL KITS

(a) Emergency medical 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 emergency medical kit:

(1) Equipment

(i) sphygmomanometer — electronic recommended;

(ii) stethoscope;

(iii) syringes and needles;

(iv) intravenous cannulae (a sufficient supply of intravenous cannulae should be available, subject to the amount of intravenous fluids carried on board);

(v) tourniquet;

(vi) disposable gloves;

(vii) needle disposal box;

(viii) one or more urinary catheter(s), appropriate for either sex, and anaesthetic gel;

(ix) aspirator;

(x) blood glucose testing equipment;

(xi) scalpel;

(xii) pulse oximeter; and

(xiii) pneumothorax set.

(2) Instructions: the instructions should contain a list of contents (medications in trade names and generic names) in at least two languages (English and one other). This should include information on the effects and side effects of medications carried. There should also be basic instructions for use of the medications in the kit and guidance for conversion of units for the blood glucose test. 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.

(3) Medications

(i) coronary vasodilator e.g. glyceriltrinitrate-oral;

(ii) antispasmodic;

(iii) epinephrine/adrenaline 1:1 000;

(iv) adrenocorticoid;

(v) major analgesic;

(vi) diuretic — injectable;

(vii) antihistamine — oral and injectable (including paediatric form);

(viii) sedative/anticonvulsant — oral plus injectable and/or rectal sedative;

(ix) medication for hypoglycaemia (e.g. hypertonic glucose);

(x) antiemetic — injectable;

(xi) antibiotic — injectable form — Ceftriaxone or Cefotaxime;

(xii) bronchial dilator — inhaled (disposable collapsible spacer);

(xiii)  IV fluids in appropriate quantity e.g. sodium chloride 0.9 % (minimum 250 ml); and

(xiv) acetylsalicylic acid — oral — for coronary use.

AMC2 CAT.IDE.A.225 Emergency medical kit

ED Decision 2017/008/R

CARRIAGE UNDER SECURE CONDITIONS

The emergency medical kit should be kept either in the flight crew compartment or in another secure location in the cabin that prevents unauthorised access to it.

AMC3 CAT.IDE.A.225 Emergency medical kit

ED Decision 2021/005/R

ACCESS TO THE EMERGENCY MEDICAL KIT

(a) When the actual situation on board so requires, the commander should limit access to the emergency medical kit.

(b) Drugs should be administered by medical doctors, qualified nurses, paramedics or emergency medical technicians.

(c) Medical students, student paramedics, student emergency medical technicians or nurses aides should only administer drugs if no person mentioned in (b) is on board the flight and appropriate advice has been received.

(d) Whenever allowed under the operator’s national legislation, drugs may be administered by suitably trained persons, other than medical doctors.

(e) Oral drugs should not be denied in medical emergency situations where no medically qualified persons are on board the flight.

AMC4 CAT.IDE.A.225 Emergency medical kit

ED Decision 2014/015/R

MAINTENANCE OF EMERGENCY MEDICAL KIT

To be kept up to date, the emergency medical kit should be:

(a) inspected periodically to confirm, to the extent possible, that the 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.

GM1 CAT.IDE.A.225 Emergency medical kit

ED Decision 2017/008/R

SECURE LOCATION

‘Secure location’ refers to a location in the cabin that is not intended for the use by passengers and preferably to which passengers do not have access.

GM2 CAT.IDE.A.225 Emergency medical kit

ED Decision 2021/005/R

CONTENT OF EMERGENCY MEDICAL KITS

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

GM3 CAT.IDE.A.225 Emergency medical kit

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 CAT.GEN.MPA.140(f) including applicable technical standards such as (E)TSO-C142.

CAT.IDE.A.230 First-aid oxygen

Regulation (EU) 2019/1387

(a) Pressurised aeroplanes operated at pressure altitudes above 25 000 ft, in the case of operations for which a cabin crew member is required, shall be equipped with a supply of undiluted oxygen for passengers who, for physiological reasons, might require oxygen following a cabin depressurisation.

(b) The oxygen supply referred to in (a) shall be sufficient for the remainder of the flight after cabin depressurisation when the cabin altitude exceeds 8 000 ft but does not exceed 15 000 ft, for at least 2 % of the passengers carried, but in no case for less than one person.

(c) There shall be a sufficient number of dispensing units, but in no case less than two, with a means for cabin crew to use the supply.

(d) The first-aid oxygen equipment shall be capable of generating a mass flow to each person.

GM1 CAT.IDE.A.230 First-aid oxygen

ED Decision 2021/005/R

GENERAL

(a) First-aid oxygen is intended for those passengers who still need to breath oxygen when the amount of supplemental oxygen required under CAT.IDE.A.235 or CAT.IDE.A.240 has been exhausted.

(b) When calculating the amount of first-aid oxygen, the operator should take into account the fact that, following a cabin depressurisation, supplemental oxygen as calculated in accordance with Table 1 of CAT.IDE.A.235 and Table 1 of CAT.IDE.A.240 should be sufficient to cope with potential effects of hypoxia for:

(1) all passengers when the cabin altitude is above 15 000 ft;

(2) 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

(3) 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.

(c) For the above reasons, the amount of first-aid oxygen should be calculated for the part of the flight after cabin depressurisation during which the cabin altitude is between 8 000 ft and 15 000 ft, when supplemental oxygen may no longer be available.

(d) Moreover, following cabin depressurisation, an emergency descent should be carried out to the lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the aeroplane should land at the first available aerodrome at the earliest opportunity.

(e) The conditions above may reduce the period of time during which the first-aid oxygen may be required and consequently may limit the amount of first-aid oxygen to be carried on board.

AMC1 CAT.IDE.A.230(d) First-aid oxygen

ED Decision 2021/005/R

GENERAL

(a) The mass flow of oxygen should be in accordance with CS-25.1443 or equivalent.

(b) The oxygen supply may be calculated by assuming an average flow rate of at least 3 litres standard temperature pressure dry (STPD)/minute/person, or equivalent, as demonstrated during the certification of the dispensing unit.

CAT.IDE.A.235 Supplemental oxygen – pressurised aeroplanes

Regulation (EU) No 965/2012

(a) Pressurised aeroplanes operated at pressure altitudes above 10 000 ft shall be equipped with supplemental oxygen equipment that is capable of storing and dispensing the oxygen supplies in accordance with Table 1.

(b) Pressurised aeroplanes operated at pressure altitudes above 25 000 ft shall be equipped with:

(1) quick donning types of masks for flight crew members;

(2) sufficient spare outlets and masks or portable oxygen units with masks distributed evenly throughout the passenger compartment, to ensure immediate availability of oxygen for use by each required cabin crew member;

(3) an oxygen dispensing unit connected to oxygen supply terminals immediately available to each cabin crew member, additional crew member and occupants of passenger seats, wherever seated; and

(4) a device to provide a warning indication to the flight crew of any loss of pressurisation.

(c) In the case of pressurised aeroplanes first issued with an individual CofA after 8 November 1998 and operated at pressure altitudes above 25 000 ft, or operated at pressure altitudes at, or below 25 000 ft under conditions that would not allow them to descend safely to 13 000 ft within four minutes, the individual oxygen dispensing units referred to in (b)(3) shall be automatically deployable.

(d) The total number of dispensing units and outlets referred to in (b)(3) and (c) shall exceed the number of seats by at least 10 %. The extra units shall be evenly distributed throughout the passenger compartment.

(e) Notwithstanding (a), the oxygen supply requirements for cabin crew member(s), additional crew member(s) and passenger(s), in the case of aeroplanes not certified to fly at altitudes above 25 000 ft, may be reduced to the entire flying time between 10 000 ft and 13 000 ft cabin pressure altitudes for all required cabin crew members and for at least 10 % of the passengers if, at all points along the route to be flown, the aeroplane is able to descend safely within four minutes to a cabin pressure altitude of 13 000 ft.

(f) The required minimum supply in Table 1, row 1 item (b)(1) and row 2, shall cover the quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certified operating altitude to 10 000 ft in 10 minutes and followed by 20 minutes at 10 000 ft.

(g) The required minimum supply in Table 1, row 1 item 1(b)(2), shall cover the quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certified operating altitude to 10 000 ft in 10 minutes followed by 110 minutes at 10 000 ft.

(h) The required minimum supply in Table 1, row 3, shall cover the quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certified operating altitude to 15 000 ft in 10 minutes.

Table 1

Oxygen minimum requirements for pressurised aeroplanes

AMC1 CAT.IDE.A.235 Supplemental oxygen – pressurised aeroplanes

ED Decision 2014/015/R

DETERMINATION OF OXYGEN

(a) In the determination of the amount of supplemental 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 supplemental oxygen should be determined on the basis of cabin pressure altitude, 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.

AMC2 CAT.IDE.A.235 Supplemental oxygen – pressurised aeroplanes

ED Decision 2014/015/R

OXYGEN REQUIREMENTS FOR FLIGHT CREW COMPARTMENT SEAT OCCUPANTS AND CABIN CREW IN ADDITION TO THE REQUIRED MINIMUM NUMBER OF CABIN CREW

(a) For the purpose of supplemental oxygen supply, flight crew compartment seat occupants who are:

(1) supplied with oxygen from the flight crew source of oxygen should be considered as flight crew members; and

(2) not supplied with oxygen by the flight crew source of oxygen should be considered as passengers.

(b) Cabin crew members in addition to the minimum number of cabin crew and additional crew members should be considered as passengers for the purpose of supplemental oxygen supply.

GM1 CAT.IDE.A.235(b)(1) Supplemental oxygen – pressurised aeroplanes

ED Decision 2014/015/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.

AMC1 CAT.IDE.A.235(c) Supplemental oxygen – pressurised aeroplanes

ED Decision 2017/004/R

AEROPLANES WITHOUT AUTOMATIC DEPLOYABLE OXYGEN-DISPENSING UNITS

(a) For operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012 with aeroplanes first issued with an individual certificate of airworthiness (CofA) after 8 November 1998, operated at pressure altitudes at or below 25 000 ft, and not fitted with automatic deployable oxygen-dispensing units, the flight crew should manage the descent in case of a loss of power in order to ensure that the cabin pressure altitude is not higher that 13 000 ft for more than 4 min.

(b) The operator should specify in the operations manual (OM) the aircraft capability in terms of cabin pressure leak rate in case of engine power loss, as well as the relevant procedures.

GM1 CAT.IDE.A.235(c) Supplemental oxygen – pressurised aeroplanes

ED Decision 2017/004/R

AEROPLANES WITHOUT AUTOMATIC DEPLOYABLE OXYGEN-DISPENSING UNITS

For operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, should a loss of engine power occur, it is required that sufficient supplemental oxygen for all occupants is available to allow descent from the maximum certified cruising altitude, performed at the best-range gliding speed and in the best gliding configuration, assuming the maximum cabin pressure leak rate, during the entire flying time when the cabin pressure altitude exceeds 13 000 ft.

In the case of pressurised aeroplanes first issued with an individual certificate of airworthiness (CofA) after 8 November 1998, with a maximum certified cruising altitude above 25 000 ft, and not fitted with automatically deployable oxygen-dispensing units, the amount of supplemental oxygen should be based on a cruising altitude of 25 000 ft as CAT.IDE.A.235(c) limits the operations of such aeroplanes to the aforementioned altitude.

For such single-engined turbine aeroplanes, with the energy source of the pressurisation system being lost (this is at least the case of pressurisation systems relying on bleed air inflow), the cabin pressure altitude increases at a rate dependent upon the pressurisation system design and the cabin pressure leak rate.

Therefore, following an engine failure during such operations, the cabin pressure altitude will remain below 13 000 ft for a certain duration, which should allow the flight crew to descend at the best gliding speed during this period.

The intent of the CAT.IDE.A.235(c) requirement is to ensure that this does not result in any unsafe conditions for the passengers, as the cabin pressure altitude might increase above 13 000 ft, as well as not jeopardise the safety of operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 956/2012 by maximising the chances of reaching an appropriate landing site.

AMC1 CAT.IDE.A.235(e) Supplemental oxygen – pressurised aeroplanes

ED Decision 2014/015/R

AEROPLANES NOT CERTIFIED TO FLY ABOVE 25 000 ft

(a) With respect to CAT.IDE.A.235(e), the maximum altitude up to which an aeroplane can operate without a passenger oxygen system being installed and capable of providing oxygen to each cabin occupant, should be established using an emergency descent profile that takes into account the following conditions:

(1) 17 seconds’ time delay for pilot’s recognition and reaction, including mask donning, for trouble shooting and configuring the aeroplane for the emergency descent (emergency descent data/charts established by the aeroplane manufacturer and published in the aircraft flight manual (AFM), and/or the AFM should be used to ensure uniform application of the option); and

(2) maximum operational speed (V_MO) or the airspeed approved in the AFM for emergency descent, (emergency descent data/charts established by the aeroplane manufacturer and published in the AFM, and/or AFM should be used to ensure uniform application of the option), whichever is the less;

(b) On routes where 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 should be provided either 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 on board such flight.

CAT.IDE.A.240 Supplemental oxygen – non-pressurised aeroplanes

Regulation (EU) No 965/2012

Non-pressurised aeroplanes operated at pressure altitudes above 10 000 ft shall be equipped with supplemental oxygen equipment capable of storing and dispensing the oxygen supplies in accordance with Table 1.

Table 1

Oxygen minimum requirements for non-pressurised aeroplanes

AMC1 CAT.IDE.A.240 Supplemental oxygen – non-pressurised aeroplanes

ED Decision 2014/015/R

AMOUNT OF SUPPLEMENTAL OXYGEN

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.

CAT.IDE.A.245 Crew protective breathing equipment

Regulation (EU) 2019/1384

(a) All pressurised aeroplanes and those unpressurised aeroplanes with an MCTOM of more than 5 700 kg or having an MOPSC of more than 19 seats shall be equipped with protective breathing equipment (PBE) to protect the eyes, nose and mouth and to provide for a period of at least 15 minutes:

(1) oxygen for each flight crew member on duty in the flight crew compartment;

(2) breathing gas for each required cabin crew member, adjacent to his/her assigned station; and

(3) breathing gas from a portable PBE for one member of the flight crew, adjacent to his/her assigned station, in the case of aeroplanes operated with a flight crew of more than one and no cabin crew member.

(b) A PBE intended for flight crew use shall be installed in the flight crew compartment and be accessible for immediate use by each required flight crew member at his/her assigned station.

(c) A PBE intended for cabin crew use shall be installed adjacent to each required cabin crew member station.

(d) Aeroplanes shall be equipped with an additional portable PBE installed adjacent to the hand fire extinguisher referred to in points CAT.IDE.A.250 (b) and (c), or adjacent to the entrance of the cargo compartment, in case the hand fire extinguisher is installed in a cargo compartment.

(e) A PBE while in use shall not prevent the use of the means of communication referred to in CAT.IDE.A.170, CAT.IDE.A.175, CAT.IDE.A.270 and CAT.IDE.A.330.

AMC1 CAT.IDE.A.245 Crew protective breathing equipment

ED Decision 2014/015/R

PROTECTIVE BREATHING EQUIPMENT (PBE)

The supply for PBE for the flight crew members may be provided by the supplemental oxygen required in CAT.IDE.A.235 or CAT.IDE.A.240.

CAT.IDE.A.250 Hand fire extinguishers

Regulation (EU) No 965/2012

(a) Aeroplanes shall be equipped with at least one hand fire extinguisher in the flight crew compartment.

(b) At least one hand fire extinguisher shall be located in, or readily accessible for use in, each galley not located on the main passenger compartment.

(c) At least one hand fire extinguisher shall be available for use in each class A or class B cargo or baggage compartment and in each class E cargo compartment that is accessible to crew members in flight.

(d) 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.

(e) Aeroplanes shall be equipped with at least a number of hand fire extinguishers in accordance with Table 1, conveniently located to provide adequate availability for use in each passenger compartment.

Table 1

Number of hand fire extinguishers

AMC1 CAT.IDE.A.250 Hand fire extinguishers

ED Decision 2014/015/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 lavatories, galleys, etc. These considerations may result in a number of fire extinguishers 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 CAT.IDE.A.250(b), 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.

CAT.IDE.A.255 Crash axe and crowbar

Regulation (EU) No 965/2012

(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.

AMC1 CAT.IDE.A.255 Crash axe and crowbar

ED Decision 2014/015/R

STORAGE OF CRASH AXES AND CROWBARS

Crash axes and crowbars located in the passenger compartment should be stored in a position not visible to passengers.

CAT.IDE.A.260 Marking of break-in points

Regulation (EU) No 379/2014

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

AMC1 CAT.IDE.A.260 Marking of break-in points

ED Decision 2014/015/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.

CAT.IDE.A.265 Means for emergency evacuation

Regulation (EU) No 965/2012

(a) Aeroplanes with passenger emergency exit sill heights of more than 1,83 m (6 ft) above the ground shall be equipped at each of those exits with a means to enable passengers and crew to reach the ground safely in an emergency.

(b) Notwithstanding (a), such means are not required at overwing exits if the designated place on the aeroplane structure at which the escape route terminates is less than 1,83 m (6 ft) from the ground with the aeroplane on the ground, the landing gear extended, and the flaps in the take-off or landing position, whichever flap position is higher from the ground.

(c) Aeroplanes required to have a separate emergency exit for the flight crew for which the lowest point of the emergency exit is more than 1,83 m (6 ft) above the ground shall have a means to assist all flight crew members in descending to reach the ground safely in an emergency.

(d) The heights referred to in (a) and (c) shall be measured:

(1) with the landing gear extended; and

(2) after the collapse of, or failure to extend of, one or more legs of the landing gear, in the case of aeroplanes with a type certificate issued after 31 March 2000.

CAT.IDE.A.270 Megaphones

Regulation (EU) No 965/2012

Aeroplanes with an MOPSC of more than 60 and carrying at least one passenger shall be equipped with the following quantities of portable battery-powered megaphones readily accessible for use by crew members during an emergency evacuation:

(a) For each passenger deck:

Table 1

Number of megaphones

(b) For aeroplanes with more than one passenger deck, in all cases when the total passenger seating configuration is more than 60, at least one megaphone.

AMC1 CAT.IDE.A.270 Megaphones

ED Decision 2014/015/R

LOCATION OF MEGAPHONES

(a) Where one megaphone is required, it should be readily accessible at the assigned seat of a cabin crew member or crew members other than flight crew.

(b) Where two or more megaphones are required, they should be suitably distributed in the passenger compartment(s) and readily accessible to crew members assigned to direct emergency evacuations.

(c) This does not necessarily require megaphones to be positioned such that they can be physically reached by a crew member when strapped in a cabin crew member’s seat.

CAT.IDE.A.275 Emergency lighting and marking

Regulation (EU) 2019/1384

(a) Aeroplanes with an MOPSC of more than nine shall be equipped with an emergency lighting system having an independent power supply to facilitate the evacuation of the aeroplane.

(b) In the case of aeroplanes with an MOPSC of more than 19, the emergency lighting system, referred to in (a) shall include:

(1) sources of general cabin illumination;

(2) internal lighting in floor level emergency exit areas;

(3) illuminated emergency exit marking and locating signs;

(4) in the case of aeroplanes for which the application for the type certificate or equivalent was filed before 1 May 1972, when operated by night, exterior emergency lighting at all overwing exits and at exits where descent assist means are required;

(5) in the case of aeroplanes for which the application for the type certificate or equivalent was filed after 30 April 1972, when operated by night, exterior emergency lighting at all passenger emergency exits; and

(6) in the case of aeroplanes for which the type certificate was first issued on or after 31 December 1957, floor proximity emergency escape path marking system(s) in the passenger compartments.

(c) For aeroplanes with an MOPSC of 19 or less and type certified on the basis of the Agency's certification specification, the emergency lighting system referred to in point (a) shall include the equipment referred to in points (1), (2) and (3) of point (b).

(d) For aeroplanes with an MOPSC of 19 or less that are not certified on the basis of the Agency's certification specification, the emergency lighting system referred to in point (a) shall include the equipment referred to in point (b)(1).

(e) Aeroplanes with an MOPSC of nine or less, operated at night, shall be equipped with a source of general cabin illumination to facilitate the evacuation of the aeroplane.

CAT.IDE.A.280 Emergency locator transmitter (ELT)

Regulation (EU) 2015/2338

(a) Aeroplanes with an MOPSC of more than 19 shall be equipped with at least:

(1) two ELTs, one of which shall be automatic, or one ELT and one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA after 1 July 2008; or

(2) one automatic ELT or two ELTs of any type or one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA on or before 1 July 2008.

(b) Aeroplanes with an MOPSC of 19 or less shall be equipped with at least:

(1) one automatic ELT or one aircraft localisation means meeting the requirement of CAT.GEN.MPA.210, in the case of aeroplanes first issued with an individual CofA after 1 July 2008; or

(2) one ELT of any type or one aircraft localisation means meeting the requirement of CAT.GEN. MPA.210, in the case of aeroplanes first issued with an individual CofA on or before 1 July 2008.

(c) An ELT of any type shall be capable of transmitting simultaneously on 121,5 MHz and 406 MHz.

AMC1 CAT.IDE.A.280 Emergency locator transmitter (ELT)

ED Decision 2014/015/R

BATTERIES

(a) All batteries used in ELTs should be replaced (or recharged if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases:

(1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT.

(2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired.

(3) The battery useful life (or useful life of charge) criteria in (1) and (2) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

(b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

AMC2 CAT.IDE.A.280 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

(a) The ELT required by this provision should be one of the following:

(1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid search and rescue (SAR) teams in locating the crash site.

(2) Automatic portable (ELT(AP)). An automatically activated ELT, that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT(AP) does not employ an integral antenna, the aircraft-mounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life-raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s).

(3)  Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically deployed and activated by an impact, and, in some cases, also by water sensors. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder.

(4) Distress tracking ELT (ELT(DT)). An ELT that is designed to be activated upon automatic detection of conditions indicative of a distress situation. This type of ELT is intended to provide information prior to the crash, to aid SAR teams in locating the crash site and/or any survivor(s).

(5)  Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a life-raft or a survivor. A water-activated ELT(S) is not an ELT(AP).

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

(c) Unless an automatic ELT is installed, the ELT(DT) should have capability C (crash survivability) and capability H1 (121.5-MHz homing signal) as specified in EUROCAE ED-62B ‘Minimum Operational Performance Standard for Aircraft Emergency Locator Transmitters’, dated December 2018, or in any later equivalent standard that is produced by EUROCAE.

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

GM1 CAT.IDE.A.280 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

TERMINOLOGY

(a)  An ‘automatic ELT’ means an ELT(AF), ELT(AP), or ELT(AD). Other types of ELTs are not considered ‘automatic ELTs’.

(b)  A ‘water sensor’ means a sensor that detects water immersion, including at low depth.

GM2 CAT.IDE.A.280 Emergency locator transmitter (ELT)

ED Decision 2021/008/R

ADDITIONAL GUIDANCE

(a) It is advisable to install automatic ELTs that transmit encoded position data and that meet the operational performance requirements of EUROCAE Document ED-62B, or RTCA DO-204B, or any later equivalent standard.

(b) Guidance material for the inspection of an ELT can be found in FAA Advisory Circular (AC) 91-44A ‘Installation and Inspection Procedures for Emergency Locator Transmitters and Receivers’, Change 1, dated February 2018.

CAT.IDE.A.285 Flight over water

Regulation (EU) 2019/1384

(a) The following aeroplanes shall be equipped with a life-jacket for each person on board or equivalent flotation 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 the shore or taking off or landing at an aerodrome where 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 the following:

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

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

(d) Aeroplanes operated over water at a distance away from land suitable for making an emergency landing, greater than that corresponding to:

(1) 120 minutes at cruising speed or 400 NM, whichever is the lesser, in the case of aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s) becoming inoperative at any point along the route or planned diversions; or

(2) for all other aeroplanes, 30 minutes at cruising speed or 100 NM, whichever is the lesser,

shall be equipped with the equipment specified in (e).

(e) Aeroplanes complying with (d) shall carry the following equipment:

(1) life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in an emergency, and being of sufficient size to accommodate all the survivors in the event of a loss of one raft of the largest rated capacity;

(2) a survivor locator light in each life-raft;

(3) life-saving equipment to provide the means for sustaining life, as appropriate for the flight to be undertaken; and

(4) at least two survival ELTs (ELT(S)).

(f) By 1 January 2019 at the latest, aeroplanes with an MCTOM of more than 27 000 kg and with an MOPSC of more than 19 and all aeroplanes with an MCTOM of more than 45 500 kg shall be fitted with a securely attached underwater locating device that operates at a frequency of 8,8 kHz ± 1 kHz, unless:

(1) the aeroplane is operated over routes on which it is at no point at a distance of more than 180 NM from the shore; or

(2) the aeroplane is equipped with robust and automatic means to accurately determine, following an accident where the aeroplane is severely damaged, the location of the point of end of flight.