NCC.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 if they are:

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

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

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

(4) installed in the aeroplane.

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

(1) spare fuses;

(2) independent portable lights;

(3) an accurate time piece;

(4) chart holder;

(5) first-aid kits;

(6) survival and signalling equipment;

(7) sea anchor and equipment for mooring; and

(8) child restraint device.

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

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

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

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

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

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

APPLICABLE AIRWORTHINESS REQUIREMENTS

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

(a) Regulation (EC) 748/201293 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). for:

(1) aeroplanes registered in the EU; and

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

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

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

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

GM1 NCC.IDE.A.100(c) Instruments and equipment – general

ED Decision 2017/010/R

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

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

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

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

(2) mission dedicated equipment (e.g. radios); and

(3) non-installed passenger entertainment equipment.

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

ED Decision 2013/021/R

POSITIONING OF INSTRUMENTS

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

NCC.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 minimum equipment list (MEL);

(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; or

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

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.

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.

NCC.IDE.A.110 Spare electrical fuses

Regulation (EU) No 800/2013

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.

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.

NCC.IDE.A.115 Operating lights

Regulation (EU) No 800/2013

Aeroplanes operated at night shall be equipped with:

(a) an anti-collision light system;

(b) navigation/position lights;

(c) a landing light;

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

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

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

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

NCC.IDE.A.120 Operations under VFR – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

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

(1) magnetic-heading;

(2) time in hours, minutes and seconds;

(3) barometric altitude;

(4) indicated airspeed;

(5) slip; and

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

(b) Aeroplanes operated under visual meteorological conditions (VMC) over water and out of sight of the land, or under VMC at night, or in conditions where the aeroplane cannot be maintained in a desired flight path without reference to one or more additional instruments, shall be, in addition to (a), equipped with:

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

(i) turn and slip;

(ii) attitude;

(iii) vertical speed; and

(iv) stabilised heading;

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

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

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

(1) barometric altitude;

(2) indicated airspeed;

(3) slip, or turn and slip, as applicable;

(4) attitude, if applicable;

(5) vertical speed, if applicable;

(6) stabilised heading, if applicable; and

(7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable.

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. The information so available to each required pilot should not be less than that required in the applicable operational requirements, and the equivalent safety of the installation should be approved during type certification of the 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.

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 NCC.IDE.A.120(a)(5) & (b)(1)(i) may be:

(a) a turn and slip indicator;

(b) a turn coordinator; or

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

MEANS OF MEASURING AND DISPLAYING MAGNETIC HEADING

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

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.

CALIBRATION OF THE MEANS FOR 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.

NCC.IDE.A.125 Operations under IFR – flight and navigational instruments and associated equipment

Regulation (EU) 2019/1384

Aeroplanes operated under IFR shall be equipped with:

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

(1) magnetic heading;

(2) time in hours, minutes and seconds;

(3) barometric altitude;

(4) indicated airspeed;

(5) vertical speed;

(6) turn and slip;

(7) attitude;

(8) stabilised heading;

(9) outside air temperature; and

(10) Mach number whenever speed limitations are expressed in terms of Mach number;

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

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

(1) barometric altitude;

(2) indicated airspeed;

(3) vertical speed;

(4) turn and slip;

(5) attitude;

(6) stabilised heading; and

(7) Mach number whenever speed limitations are expressed in terms of Mach number, if applicable;

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

(e) an alternate source of static pressure;

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

(g) a second independent means of measuring and displaying altitude; and

(h) an emergency power supply, independent of the main electrical generating system, for the purpose of operating and illuminating an attitude indicating system for a minimum period of 30 minutes. The emergency power supply shall be automatically operative after the total failure of the main electrical generating system and clear indication shall be given on the instrument or on the instrument panel that the attitude indicator is being operated by emergency power.

CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED

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

MULTI-PILOT OPERATIONS – DUPLICATE INSTRUMENTS

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

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.

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.

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).

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.

NCC.IDE.A.130 Additional equipment for single-pilot operations under IFR

Regulation (EU) No 800/2013

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

NCC.IDE.A.135 Terrain awareness warning system (TAWS)

Regulation (EU) No 800/2013

Turbine-powered aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg or a maximum operational passenger seating configuration (MOPSC) of more than nine shall be equipped with a TAWS that meets the requirements for:

(a) class A equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual certificate of airworthiness (CofA) was first issued after 1 January 2011; or

(b) class B equipment, as specified in an acceptable standard, in the case of aeroplanes for which the individual CofA was first issued on or before 1 January 2011.

EXCESSIVE DOWNWARDS GLIDESLOPE DEVIATION WARNING FOR CLASS A TAWS

The requirement for a Class A TAWS to provide a warning to the flight crew for excessive downwards glideslope deviation should apply to all final approach glideslopes 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.

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.

NCC.IDE.A.140 Airborne collision avoidance system (ACAS)

Regulation (EU) No 800/2013

Unless otherwise provided for by Regulation (EU) No 1332/2011, turbine-powered aeroplanes with an MCTOM of more than 5700 kg or an MOPSC of more than 19 shall be equipped with ACAS II.

NCC.IDE.A.145 Airborne weather detecting equipment

Regulation (EU) No 800/2013

The following aeroplanes 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.

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 nine, 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.

NCC.IDE.A.150 Additional equipment for operations in icing conditions at night

Regulation (EU) No 800/2013

(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 flight crew members in the performance of their duties.

NCC.IDE.A.155 Flight crew interphone system

Regulation (EU) No 800/2013

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.

TYPE OF FLIGHT CREW INTERPHONE

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

NCC.IDE.A.160 Cockpit voice recorder

Regulation (EU) 2020/2036

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

(1) aeroplanes with an MCTOM of more than 27 000 kg and first issued with an individual CofA on or after 1 January 2016; and

(2) aeroplanes with an MCTOM of more than 2 250 kg:

(i) certified for operation with a minimum crew of at least two pilots;

(ii) equipped with turbojet engine(s) or more than one turboprop engine; and

(iii) for which a type certificate is first issued on or after 1 January 2016.

(b) The CVR shall be capable of retaining 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.

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

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

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

(3) the aural environment of the flight crew compartment, including, without interruption, the audio signals received from each boom and mask microphone in use; and

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

(d) The CVR shall start automatically to record prior to the 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.

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

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

GENERAL

(a) The operational performance requirements for cockpit voice recorders (CVRs) should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including Amendments n°1 and 2, or any later equivalent standard produced by EUROCAE.

(b) The operational performance requirements for equipment dedicated to the CVR should be those laid down in the European Organisation for Civil Aviation Equipment (EUROCAE) Document ED-56A (Minimum Operational Performance Requirements For Cockpit Voice Recorder Systems) dated December 1993, or EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems) dated March 2003, including Amendments No°1 and No°2, or any later equivalent standard produced by EUROCAE.

NCC.IDE.A.165 Flight data recorder

Regulation (EU) 2015/2338

(a) Aeroplanes with an MCTOM of more than 5 700 kg and first issued with an individual CofA on or after 1 January 2016 shall be equipped with an FDR that uses a digital method of recording and storing data and for which a method of readily retrieving that data from the storage medium is available.

(b) The FDR shall record the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation and be capable of retaining data recorded during at least the preceding 25 hours.

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

(d) The FDR shall start automatically to record the data prior to the 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 1 January 2020 at the latest, this device shall have a minimum underwater transmission time of 90 days. If the FDR is deployable, it shall have an automatic emergency locator transmitter.

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 n°1 and n°2, or any later equivalent standard produced by EUROCAE.

(b) The flight data recorder 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 (designated ranges, sampling intervals, accuracy limits and minimum resolution in read-out) as defined in the relevant tables of EUROCAE Document ED-112, dated March 2003, including amendments n°1 and 2, or any later equivalent standard produced by EUROCAE.

Table 1: All Aeroplanes

No*

Parameter

1a

1b

1c

Time; or

Relative time count

Global navigation satellite system (GNSS) time synchronisation

2

Pressure altitude

3

Indicated airspeed; or calibrated airspeed

4

Heading (primary flight crew reference) - when true or magnetic heading can be selected, the primary heading reference, a discrete indicating selection, should be recorded

5

Normal acceleration

6

Pitch attitude

7

Roll attitude

8

Manual radio transmission keying and CVR/FDR synchronisation reference.

9

9a

9b

Engine thrust/power:

Parameters required to determine propulsive thrust/power on each engine

Flight crew compartment thrust/power lever position (for aeroplanes with non-mechanically linked flight crew compartment — engine controls)

14

Total or outside air temperature

16

Longitudinal acceleration (body axis)

17

Lateral acceleration

18





 

18a

18b

18c

Primary flight control surface and/or primary flight control pilot input (for aeroplanes with control systems in which movement of a control surface will back drive the pilot’s control, ‘or’ applies. For aeroplanes with control systems in which movement of a control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split surfaces, a suitable combination of inputs is acceptable instead of recording each surface separately. For aeroplanes that have a flight control break-away capability that allows either pilot to operate the controls independently, record both inputs):

Pitch axis

Roll axis

Yaw axis

19

Pitch trim surface position

23

Marker beacon passage

24

Warnings — in addition to the master warning each ‘red’ warning (including smoke warnings from other compartments) should be recorded when the warning condition cannot be determined from other parameters or from the CVR

25

Each navigation receiver frequency selection

27

Air—ground status. Air—ground status (and a sensor of each landing gear if installed)

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

Table 2: 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

No*

Parameter

10

10a

10b

Flaps

Trailing edge flap position

Flight crew compartment control selection

11

11a

11b

Slats

Leading edge flap (slat) position

Flight crew compartment control selection

12

Thrust reverse status

13

13a

13b

13c

13d

Ground spoiler and speed brake:

Ground spoiler position

Ground spoiler selection

Speed brake position

Speed brake selection

15

Autopilot, autothrottle, automatic flight control system (AFCS) mode and engagement status

20

Radio altitude. For auto-land/Category III operations, each radio altimeter should be recorded.

21
 

21a

21b

21c

Vertical deviation — (the approach aid in use should be recorded. For auto-land/CAT III operations, each system should be recorded.):

ILS/GPS/GLS glide path

MLS elevation

Integrated approach navigation (IAN)/integrated area navigation (IRNAV), vertical deviation

22

 

22a

22b

22c

Horizontal deviation — (the approach aid in use should be recorded. For auto-land/CAT III operations, each system should be recorded. It is acceptable to arrange them so that at least one is recorded every second):

ILS/GPS/GLS localiser

MLS azimuth

GNSS approach path/IRNAV lateral deviation

26

26a

 

26b

Distance measuring equipment (DME) 1 and 2 distances:

Distance to runway threshold (GLS)

Distance to missed approach -

Point (IRNAV/IAN)

28

28a

28b

28c

Ground proximity warning system (GPWS)/TAWS/ground collision avoidance system (GCAS) status:

Selection of terrain display mode, including pop-up display status

Terrain alerts, including cautions and warnings and advisories

On/off switch position

29

Angle of attack

30

30a

30b

Low pressure warning (each system):

Hydraulic pressure

Pneumatic pressure

31

Ground speed

32

32a

32b

Landing gear:

Landing gear position

Gear selector position

33

33a

33b

33c

33d

33e

33f

Navigation data:

Drift angle

Wind speed

Wind direction

Latitude

Longitude

GNSS augmentation in use

34

34a

34b

Brakes:

Left and right brake pressure

Left and right brake pedal position

35
 

35a

35b

35c

35d

35e

35f

35g

35h

Additional engine parameters (if not already recorded in parameter 9 of Table 1 of AMC1 NCC.IDE.A.165 and if the aeroplane is equipped with a suitable data source):
Engine pressure ratio (EPR)

N1

Indicated vibration level

N2

Exhaust gas temperature (EGT)

Fuel flow

Fuel cut-off lever position

N3

36
 

36a

36b

36c

36d

36e

Traffic alert and collision avoidance system (TCAS)/ACAS — a suitable combination of discretes should be recorded to determine the status of the system:
Combined control

Vertical control

Up advisory

Down advisory

Sensitivity level

37

Wind shear warning

38

38a

38b

Selected barometric setting:

Pilot

Co-pilot

39

Selected altitude (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

40

Selected speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

41

Selected Mach (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

42

Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

43

Selected heading (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

44
 

44a

44b

44c

Selected flight path (All pilot selectable modes of operation) - to be recorded for the aeroplane where the parameter is displayed electronically:

Course/desired track (DSTRK)

Path angle

Coordinates of final approach path (IRNAV/IAN)

45

Selected decision height - to be recorded for the aeroplane where the parameter is displayed electronically

46

46a

46b

Electronic flight instrument system (EFIS) display format:

Pilot

Co-pilot

47

Multi-function/engine/alerts display format

48

AC electrical bus status — each bus

49

DC electrical bus status — each bus

50

Engine bleed valve position

51

Auxiliary power unit (APU) bleed valve position

52

Computer failure (all critical flight and engine control systems)

53

Engine thrust command

54

Engine thrust target

55

Computed centre of gravity (CG)

56

Fuel quantity in CG trim tank

57

Head-up display in use

58

Para visual display on

59

Operational stall protection, stick shaker and pusher activation

60

60a

60b

60c

60d

60e

60f

Primary navigation system reference:

GNSS

Inertial navigational system (INS)

VHF omnidirectional radio range (VOR)/DME

MLS

Loran C

ILS

61

Ice detection

62

Engine warning — each engine vibration

63

Engine warning — each engine over temperature

64

Engine warning — each engine oil pressure low

65

Engine warning — each engine over speed

66

Yaw trim surface position

67

Roll trim surface position

68

Yaw or sideslip angle

69

De-icing and/or anti-icing systems selection

70

Hydraulic pressure — each system

71

Loss of cabin pressure

72

Trim control input position in the flight crew compartment, pitch — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded

73

Trim control input position in the flight crew compartment, roll — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded

74

Trim control input position in the flight crew compartment, yaw — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded

75

 

75a

75b

75c

All flight control input forces (for fly-by-wire flight control systems, where control surface position is a function of the displacement of the control input device only, it is not necessary to record this parameter):

Control wheel

Control column

Rudder pedal

76

Event marker

77

Date

78

Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position uncertainty (EPU)

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

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

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

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

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

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

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

(c) The parameters to be recorded should meet the performance specifications (range, sampling intervals, accuracy limits and resolution in read-out) as defined in the relevant tables of EUROCAE Document 112A, or any later equivalent standard produced by EUROCAE.

Table 1: FDR — All aeroplanes

No*

Parameter

1a

1b

1c

Time; or

Relative time count

Global navigation satellite system (GNSS) time synchronisation

2

Pressure altitude (including altitude values displayed on each flight crew member’s primary flight display, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification)

3

Indicated airspeed or calibrated airspeed (including values of indicated airspeed or calibrated airspeed displayed on each flight crew member’s primary flight display, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification)

4

Heading (primary flight crew reference) — when true or magnetic heading can be selected, the primary heading reference, a discrete indicating selection should be recorded.

5

Normal acceleration

6

Pitch attitude — pitch attitude values displayed on each flight crew member’s primary flight display should be recorded, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification.

7

Roll attitude — roll attitude values displayed on each flight crew member’s primary flight display should be recorded, unless the aeroplane is type certified before 1 January 2023 and recording the values displayed at the captain position or the first officer position would require extensive modification.

8

Manual radio transmission keying and CVR/FDR synchronisation reference

9

9a


9b

Engine thrust/power:

Parameters required to determine propulsive thrust/power on each engine, in both normal and reverse thrust

Flight crew compartment thrust/power lever position (for aeroplanes with non-mechanically linked engine controls in the flight crew compartment)

14

Total or outside air temperature

16

Longitudinal acceleration (body axis)

17

Lateral acceleration

18

 

 

 


 

18a

18b

18c

Primary flight control surface and/or primary flight control pilot input (For aeroplanes with control systems in which the movement of a control surface will back drive the pilot’s control, ‘or’ applies. For aeroplanes with control systems in which the movement of a control surface will not back drive the pilot’s control, ‘and’ applies. For multiple or split surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. For aeroplanes that have a flight control break-away capability that allows either pilot to operate the controls independently, record both inputs):

Pitch axis

Roll axis

Yaw axis

19

Pitch trim surface position

23

Marker beacon passage

24

Warnings — in addition to the master warning, each ‘red’ warning that cannot be determined from other parameters or from the CVR and each smoke warning from other compartments should be recorded.

25

Each navigation receiver frequency selection

27

Air–ground status. Air–ground status and a sensor of each landing gear if installed

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

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

No*

Parameter

10

10a

10b

Flaps:

Trailing edge flap position

Flight crew compartment control selection

11

11a

11b

Slats:

Leading edge flap (slat) position

Flight crew compartment control selection

12

Thrust reverse status

13

13a

13b

13c

13d

Ground spoiler and speed brake:

Ground spoiler position

Ground spoiler selection

Speed brake position

Speed brake selection

15

Autopilot, autothrottle and automatic flight control system (AFCS): mode and engagement status (showing which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft)

20

Radio altitude. For auto-land/category III operations, each radio altimeter should be recorded.

21
 

21a

21b

21c

Vertical deviation — the approach aid in use should be recorded. For auto-land/category III operations, each system should be recorded:

ILS/GPS/GLS glide path

MLS elevation

Integrated approach navigation (IAN) /Integrated Area Navigation, vertical deviation

22
 

22a

22b

22c

Horizontal deviation — the approach aid in use should be recorded. For auto-land/category III operations, each system should be recorded:

ILS/GPS/GLS localiser

MLS azimuth

GNSS approach path/IRNAV lateral deviation

26

26a

26b

Distance measuring equipment (DME) 1 and 2 distances:

Distance to runway threshold (GLS)

Distance to missed approach point (IRNAV/IAN)

28
 


28a

28b

28c

Ground proximity warning system (GPWS)/terrain awareness warning system (TAWS)/ground collision avoidance system (GCAS) status — a suitable combination of discretes unless recorder capacity is limited in which case a single discrete for all modes is acceptable:

Selection of terrain display mode, including pop-up display status

Terrain alerts, including cautions and warnings and advisories

On/off switch position

29

Angle of attack

30

30a

30b

Low pressure warning (each system):

Hydraulic pressure

Pneumatic pressure

31

Ground speed

32

32a

32b

Landing gear:

Landing gear position

Gear selector position

33

33a

33b

33c

33d

33e

33f

Navigation data:

Drift angle

Wind speed

Wind direction

Latitude

Longitude

GNSS augmentation in use

34

34a

34b

Brakes:

Left and right brake pressure

Left and right brake pedal position

35
 

35a

35b

35c

35d

35e

35f

35g

35h

35i

Additional engine parameters (if not already recorded in parameter 9 of Table 1, and if the aeroplane is equipped with a suitable data source):

Engine pressure ratio (EPR)

N1

Indicated vibration level

N2

Exhaust gas temperature (EGT)

Fuel flow

Fuel cut-off lever position

N3

Engine fuel metering valve position (or equivalent parameter from the system that directly controls the flow of fuel into the engine) — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

36
 

36a

36b

36c

36d

36e

Traffic alert and collision avoidance system (TCAS)/airborne collision avoidance system (ACAS) — a suitable combination of discretes should be recorded to determine the status of the system:

Combined control

Vertical control

Up advisory

Down advisory

Sensitivity level

37

Wind shear warning

38
 

38a

38b

Selected barometric setting — to be recorded for the aeroplane where the parameter is displayed electronically:

Pilot selected barometric setting

Co-pilot selected barometric setting

39

Selected altitude (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

40

Selected speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

41

Selected Mach (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

42

Selected vertical speed (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

43

Selected heading (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically

44
 

44a

44b

44c

Selected flight path (all pilot selectable modes of operation) — to be recorded for the aeroplane where the parameter is displayed electronically:

Course/desired track (DSTRK)

Path angle

Coordinates of final approach path (IRNAV/IAN)

45

Selected decision height — to be recorded for the aeroplane where the parameter is displayed electronically

46

46a

46b

Electronic flight instrument system (EFIS) display format, showing the display system status:

Pilot

Co-pilot

47

Multi-function/engine/alerts display format, showing the display system status

48

Alternating current (AC) electrical bus status — each bus

49

Direct current (DC) electrical bus status — each bus

50

Engine bleed valve(s) position

51

Auxiliary power unit (APU) bleed valve(s) position

52

Computer failure — all critical flight and engine control systems

53

Engine thrust command

54

Engine thrust target

55

Computed centre of gravity (CG)

56

Fuel quantity in CG trim tank

57

Head-up display in use

58

Paravisual display on

59

Operational stall protection, stick shaker and pusher activation

60

60a

60b

60c

60d

60e

60f

Primary navigation system reference:

GNSS

Inertial navigational system (INS)

VHF omnidirectional radio range (VOR)/distance measuring equipment (DME)

MLS

Loran C

ILS

61

Ice detection

62

Engine warning — each engine vibration

63

Engine warning — each engine over temperature

64

Engine warning — each engine oil pressure low

65

Engine warning — each engine overspeed

66

Yaw trim surface position

67

Roll trim surface position

68

Yaw or sideslip angle

69

De-icing and/or anti-icing systems selection

70

Hydraulic pressure — each system

71

Loss of cabin pressure

72

Trim control input position in the flight crew compartment, pitch — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded.

73

Trim control input position in the flight crew compartment, roll — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded.

74

Trim control input position in the flight crew compartment, yaw — when mechanical means for control inputs are not available, displayed trim position or trim command should be recorded.

75

 

75a

75b

75c

All flight control input forces (for fly-by-wire flight control systems, where control surface position is a function of the displacement of the control input device only, it is not necessary to record this parameter):

Control wheel input forces

Control column input forces

Rudder pedal input forces

76

Event marker

77

Date

78

Actual navigation performance (ANP) or estimate of position error (EPE) or estimate of position uncertainty (EPU)

79

Cabin pressure altitude — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

80

Aeroplane computed weight — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

81

81a
 

81b
 

81c
 

81d

Flight director command:

Left flight director pitch command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

Left flight director roll command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

Right flight director pitch command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

Right flight director roll command — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

82

Vertical speed — for aeroplanes type certified before 1 January 2023, to be recorded only if this does not require extensive modification.

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

NCC.IDE.A.170 Data link recording

Regulation (EU) 2015/2338

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

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

(i) data link initiation;

(ii) controller–pilot communication;

(iii) addressed surveillance;

(iv) flight information;

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

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

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

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

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

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

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

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

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

GENERAL

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

(1) the CVR;

(2) the FDR;

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

(4) a dedicated flight recorder. In that case, the operational performance requirements for this recorder should be those laid down in EUROCAE Document ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems), dated March 2003, including amendments No 1 and 2, or any later equivalent standard produced by EUROCAE.

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

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

(1) the time each message was generated;

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

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

(4) the time of each status change.

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

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

(1) the extent of the modification required;

(2) the down-time period; and

(3) equipment software development.

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

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

Table 1: Data link recording

Item No.

Application Type

Application Description

Required Recording Content

1

Data link initiation

This includes any application used to log on to, or initiate, a data link service. In future air navigation system (FANS)-1/A and air traffic navigation (ATN), these are ATS facilities notification (AFN) and context management (CM), respectively.

C

2

Controller/pilot communication

This includes any application used to exchange requests, clearances, instructions and reports between the flight crew and controllers on the ground. In FANS-1/A and ATN, this includes the controller pilot data link communications (CPDLC) application.

It also includes applications used for the exchange of oceanic clearances (OCL) and departure clearances (DCL), as well as data link delivery of taxi clearances.

C

3

Addressed surveillance

This includes any surveillance application in which the ground sets up contracts for delivery of surveillance data.

In FANS-1/A and ATN, this includes the automatic dependent surveillance-contract (ADS-C) application.

C, F2

4

Flight information

This includes any application used for delivery of flight information data to specific aeroplanes. This includes for example digital automatic terminal information service (D ATIS), data link operational terminal information service (D OTIS), digital weather information services (data link-meteorological aerodrome or aeronautical report (D-METAR) or terminal weather information for pilots (TWIP)), data link flight information service (D-FIS), and Notice to Airmen (electronic NOTAM) delivery.

C

5

Broadcast surveillance

This includes elementary and enhanced surveillance systems, as well as automatic dependent surveillance-broadcast (ADS-B) output data.

M*,

F2

6

Aeronautical operational control (AOC) data

This includes any application transmitting or receiving data used for AOC purposes (in accordance with the ICAO definition of AOC). Such systems may also process aeronautical administrative communication (AAC) messages, but there is no requirement to record AAC messages

M*

7

Graphics

This includes any application receiving graphical data to be used for operational purposes (i.e. excluding applications that are receiving such things as updates to manuals).

M*

F1

GENERAL

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

(1) C:  complete contents recorded.

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

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

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

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

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

Table 1: Definitions of the applications type

Item No.

Application Type

Messages

Comments

1

CM

 

CM is an ATN service

2

AFN

 

AFN is a FANS 1/A service

3

CPDLC

 

All implemented up and downlink messages to be recorded

4

ADS-C

ADS-C reports

All contract requests and reports recorded

Position reports

Only used within FANS 1/A. Mainly used in oceanic and remote areas.

5

ADS-B

Surveillance data

Information that enables correlation with any associated records stored separately from the aeroplane.

6

D-FIS

 

D-FIS is an ATN service. All implemented up and downlink messages to be recorded

7

TWIP

TWIP messages

Terminal weather information for pilots

8

D-ATIS

ATIS messages

Refer to EUROCAE ED-89A, dated December 2003: Data Link Application System Document (DLASD) for the ‘ATIS’ data link service

9

OCL

OCL messages

Refer to EUROCAE ED-106A, dated March 2004: Data Link Application System Document (DLASD) for ‘Oceanic Clearance’ (OCL) data link service

10

DCL

DCL messages

Refer to EUROCAE ED-85A, dated December 2005: Data Link Application System Document (DLASD) for ‘Departure Clearance’ data link service

11

Graphics

Weather maps & other graphics

Graphics exchanged in the framework of procedures within the operational control, as specified in Part-ORO.

Information that enables correlation with any associated records stored separately from the aeroplane.

12

AOC

Aeronautical operational control messages

Messages exchanged in the framework of procedures within the operational control, as specified in Part-ORO.

Information that enables correlation with any associated records stored separately from the aeroplane. Definition in EUROCAE ED-112, dated March 2003.

13

Surveillance

Downlinked aircraft parameters (DAP)

As defined in ICAO Annex 10 Volume IV (Surveillance systems and ACAS).

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

APPLICABILITY OF THE DATA LINK RECORDING REQUIREMENT

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

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

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

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

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

NCC.IDE.A.175 Flight data and cockpit voice combination recorder

Regulation (EU) No 800/2013

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

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

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

GENERAL

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

GENERAL

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

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

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

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

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

NCC.IDE.A.180 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;

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

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

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

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

and

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

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

(1) a single point release;

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

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

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

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

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

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

CHILD RESTRAINT DEVICES (CRDs)

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

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

(2) it complies with (b).

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

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

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

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

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

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

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

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

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

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

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

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

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

(c) Location

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

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

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

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

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

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

(d) Installation

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

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

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

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

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

(e) Operation

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

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

UPPER TORSO RESTRAINT SYSTEM

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

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

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

SEAT BELT

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

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.

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.

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’.

NCC.IDE.A.185 Fasten seat belt and no smoking signs

Regulation (EU) No 800/2013

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

NCC.IDE.A.190 First-aid kit

Regulation (EU) No 800/2013

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

Table 1

Number of first-aid kits required

Number of passenger seats installed

Number of first-aid kits required

0 – 100

1

101 – 200

2

201 – 300

3

301 – 400

4

401 – 500

5

501 or more

6

(b) First-aid kits shall be:

(1) readily accessible for use; and

(2) kept up-to-date.

CONTENT OF FIRST-AID KITS

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

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

(1) Equipment:

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

(ii) burns dressings (unspecified);

(iii) wound dressings (large and small);

(iv) adhesive dressings (assorted sizes);

(v) adhesive tape;

(vi) adhesive wound closures;

(vii) safety pins;

(viii) safety scissors;

(ix) antiseptic wound cleaner;

(x) disposable resuscitation aid;

(xi) disposable gloves;

(xii) tweezers: splinter;

(xiii) thermometers (non-mercury); and

(xiv)  surgical masks.

(2) Medications:

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

(ii) antiemetic — non-injectable;

(iii) nasal decongestant;

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

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

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

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

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

(ii) first-aid handbook, current edition;

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

(iv) medical incident report form.

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

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

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

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

(iv) eye irrigator;

(v) biohazard disposal bags; and

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

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 NCC.IDE.A.190 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 NCC.IDE.A.190 First-aid kit

ED Decision 2021/005/R

STORAGE

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

GM3 NCC.IDE.A.190   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 NCC.IDE.A.190 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 NCC.GEN.130(f) including applicable technical standards such as (E)TSO-C142.

NCC.IDE.A.195 Supplemental oxygen – pressurised aeroplanes

Regulation (EU) No 800/2013

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

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

(1) all crew members and:

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

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

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

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

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

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

(2) quick donning masks for flight crew members.

DETERMINATION OF OXYGEN

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

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

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

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.

NCC.IDE.A.200 Supplemental oxygen – non-pressurised aeroplanes

Regulation (EU) No 800/2013

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

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

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

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

DETERMINATION OF OXYGEN

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

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

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

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

NCC.IDE.A.205 Hand fire extinguishers

Regulation (EU) No 800/2013

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

(1) in the flight crew compartment; and

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

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

NUMBER, LOCATION AND TYPE

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

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

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

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

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

NCC.IDE.A.206 Crash axe and crowbar

Regulation (EU) No 800/2013

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

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

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

NCC.IDE.A.210 Marking of break-in points

Regulation (EU) No 800/2013

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

Figure 1

Marking of break-in points

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.

NCC.IDE.A.215 Emergency locator transmitter (ELT)

Regulation (EU) 2015/2338

(a) Aeroplanes shall be equipped with:

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

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

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

ELT BATTERIES

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

TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

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

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

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

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

TERMINOLOGY

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

ADDITIONAL GUIDANCE

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

NCC.IDE.A.220 Flight over water

Regulation (EU) No 800/2013

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

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

(2) seaplanes operated over water.

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

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

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

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

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

(1) equipment for making the distress signals;

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

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

ACCESSIBILITY OF LIFE-JACKETS

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

ELECTRIC ILLUMINATION OF LIFE-JACKETS

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

RISK ASSESSMENT

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

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

(1) sea state;

(2) sea and air temperatures;

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

(4) the availability of search and rescue facilities.

LIFE-RAFTS AND EQUIPMENT FOR MAKING DISTRESS SIGNALS

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

(1) means for maintaining buoyancy;

(2) a sea anchor;

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

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

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

(6) a water-resistant torch;

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

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

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

(10) first-aid equipment.

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

SEAT CUSHIONS

Seat cushions are not considered to be flotation devices.

NCC.IDE.A.230 Survival equipment

Regulation (EU) No 800/2013

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

(1) signalling equipment to make the distress signals;

(2) at least one survival ELT(S); and

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

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

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

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

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

or

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

SURVIVAL ELT

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

ADDITIONAL SURVIVAL EQUIPMENT

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

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

(2) one knife;

(3) first-aid equipment; and

(4) one set of air/ground codes.

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

(1) a means of melting snow;

(2) one snow shovel and one ice saw;

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

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

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

APPLICABLE AIRWORTHINESS STANDARD

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

SIGNALLING EQUIPMENT

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

AREAS IN WHICH SEARCH AND RESCUE WOULD BE ESPECIALLY DIFFICULT

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

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

(b) areas that are largely uninhabited and where:

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

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

NCC.IDE.A.240 Headset

Regulation (EU) No 800/2013

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

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

GENERAL

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

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

GENERAL

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

NCC.IDE.A.245 Radio communication equipment

Regulation (EU) No 800/2013

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

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

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

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

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

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

PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS) OPERATIONS

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

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

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

(c) establish and include in the OM:

(1) normal, abnormal and contingency procedures;

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

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

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

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

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

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

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

APPLICABLE AIRSPACE REQUIREMENTS

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

PBCS OPERATIONS — GENERAL

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

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

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

PBCS OPERATIONS — AIRCRAFT ELIGIBILITY

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

(1) the type certificate (TC);

(2) the supplemental type certificate (STC);

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

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

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

PBCS OPERATIONS — MEL ENTRIES

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

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

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

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

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

(4) printer, if procedures require its use.

PBCS OPERATIONS — OPERATING PROCEDURES

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

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

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

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

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

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

PBCS OPERATIONS — QUALIFICATION AND TRAINING

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

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

(1) Flight crew

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

(ii) AFM limitations;

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

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

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

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

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

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

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

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

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

(2) Dispatchers/flight operations officers

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

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

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

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

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

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

(3) Engineering and maintenance personnel

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

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

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

PBCS OPERATIONS — CONTINUED AIRWORTHINESS

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

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

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

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

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

PBCS OPERATIONS — CSP COMPLIANCE

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

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

PBCS OPERATIONS — PBCS CHARTER

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

PBCS OPERATIONS — PARTICIPATION IN MONITORING PROGRAMMES

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

(1) operator name;

(2) operator contact details; and

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

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

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

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

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

NCC.IDE.A.250 Navigation equipment

Regulation (EU) 2019/1384

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

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

(2) the applicable airspace requirements.

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

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

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

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

AIRCRAFT ELIGIBILITY FOR PBN SPECIFICATION NOT REQUIRING SPECIFIC APPROVAL

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

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

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

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

(2) FCOM or similar document;

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

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

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

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

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

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

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

(g) RNAV 5

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

(i) B-RNAV;

(ii) RNAV 1;

(iii) RNP APCH;

(iv) RNP 4;

(v) A-RNP;

(vi) AMC 20-4;

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

(viii) JAA AMJ 20X2;

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

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

(xi) FAA AC 90-96.

(h) RNAV 1/RNAV 2

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

(i) RNAV 1;

(ii) PRNAV;

(iii) US RNAV type A;

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

(v) FAA AC 90-100A;

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

(vii) FAA AC 90-100.

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

(i) RNP 1/RNP 2 continental

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

(i) A-RNP;

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

(iii) FAA AC 90-105.

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

However, in the cases mentioned in:

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

(ii) FAA AC 90-100,

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

(j) RNP APCH — LNAV minima

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

(i) A-RNP;

(ii) AMC 20-27;

(iii) AMC 20-28;

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

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

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

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

(ii) AMC 20-4;

(iii) FAA AC 20-130A; and

(iv) FAA AC 20-138.

(k) RNP APCH — LNAV/VNAV minima

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

(i) A-RNP;

(ii) AMC 20-27 with Baro VNAV;

(iii) AMC 20-28;

(iv) FAA AC 20-138; and

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

(2) Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-0494 http://ad.easa.europa.eu/ad/2014-04, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(l) RNP APCH — LPV minima

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

(i) AMC 20-28;

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

(iii) FAA AC 90-107.

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

(m) RNAV 10

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

(i) RNP 10;

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

(iii) AMC 20-12;

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

(v) FAA AC 90-105.

(n) RNP 4

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

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

(ii) FAA Order 8400.33; and

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

(o) RNP 2 oceanic

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

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

(p) Special features

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

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

(A) AMC 20-26; and

(B) FAA AC 20-138B or later.

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

(q) Other considerations

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

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

GENERAL

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

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

RNP 4

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

NCC.IDE.A.255 Transponder

Regulation (EU) No 800/2013

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

SSR TRANSPONDER

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

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

NCC.IDE.A.260 Management of aeronautical databases

Regulation (EU) 2016/1199

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

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

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

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

AERONAUTICAL DATABASES

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

AERONAUTICAL DATABASE APPLICATIONS

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

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

TIMELY DISTRIBUTION

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

STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS

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

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