VTOL.2600 Flight crew compartment

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(a) The flight crew compartment arrangement, including flight crew view, and its equipment must allow the flight crew to perform their duties within the flight envelopes of the aircraft, without excessive concentration, skill, alertness, or fatigue.

(b) The applicant must install flight, navigation, surveillance, and lift/thrust system installation controls and displays so that a qualified flight crew can monitor and perform defined tasks associated with the intended functions of systems and equipment. The system and equipment design must account for flight crew errors, which could result in additional hazards.

(c) For Category Enhanced, the flight crew interface design must allow for continued safe flight and landing after the loss of vision through any one of the windshield panels.

MOC VTOL.2600 Flight crew compartment

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1. External flight crew view

The following material is intended to serve as a guide, highlighting the elements to be considered when developing and assessing the external flight crew view of a VTOL capable aircraft. It offers a possible method to show compliance with VTOL.2600 for this design element.

The function of the external flight crew view in a piloted VTOL capable aircraft remains the same as assumed for any other aircraft in their respective Certification Specifications.

In the design phase of the pilot compartment, when considering the external flight crew view, applicants may therefore choose to start by using the guidance already available in AMC and AC material relevant to CS 27.773 “Pilot compartment view”, while keeping in mind the differences related with VTOL capable aircraft and Innovative Air Mobility (IAM) Operations. The AMC available for the different Certification Specifications include also Human Factors considerations.

(a) Functions of the external flight crew view:

The external field of view should fulfil the following functions:

(1) Provide sufficient external view so that the flight crew can perform their task of safely controlling the aircraft flight path.

(i) The external field of view, or visual cues, will need to be assessed depending on the Flight Controls Laws, Kind of Operations and expected Meteorological Conditions (VMC or IMC)

(ii) The external visual cues necessary to safely control the aircraft might differ depending on the phase of flight, as i.e. in the VTOL phase the flight crew may focus on ground details (“chin bubbles”) to fly a given trajectory or hold a position, while in forward flight they might only need to have a visible horizon.

(iii) Depending on the design, the external view may be used for hazard awareness and/or mitigation, by showing that, by having parts of the aircraft visible by the crew, abnormal conditions can be identified to take proper actions and operate the aircraft safely.

(2) Provide sufficient external view to see and avoid:

(i) Traffic

(ii) Ground obstacles

(b) External field of view characteristics:

(1) Optical distortions in the windshield or canopy, especially in the prime viewing areas should be avoided.

(2) The design should allow for sufficient external field of view free of obstruction. Account can be taken of aircraft specific features (as “chin bubbles”) that provide the flight crew with sufficient visible external cues, in all day/night and weather conditions expected in operation.

(3) The need for demisting devices/features should be considered during the development. Recent experience in electrically powered aircraft, where the amount of heated air that can be accessed and needs to be dissipated, has shown that the external view can get heavily impacted by fogging, and that the installation of an additional device/feature could be required for that purpose.

(4) The area of the pilot compartment field of view that according with FAA AC 27.773⁷AC 27.773 from FAA AC 27-1B Change 7 constitutes the EASA AMC with CS 27.773 should be free from obstruction should be used as starting point for the design: years of experience show that this obstruction free area has ensured the functions listed in (a).

(i) when using this material, applicants should consider the differences between the VTOL expected trajectories and flight attitudes envelope compared to conventional aircraft, and the CONOPS that will be carried out by the flight crew in terms of traffic/obstacle “see and avoid”.

(ii) deviations from the current material can be justified by the reasons in (i) but also by  design characteristics of the VTOL capable aircraft (canards, lift/thrust systems forward of the flight crew compartment view).

(iii) any obstructions should be assessed, and the suitability of the external field of view evaluated, in the entire flight test domain against its intended functions in the CONOPS.

(5) If, for design reasons, the available external field of view does not allow the flight crew to perform their duties, the applicant may show compliance by using synthetic cues displayed to the flight crew. These synthetic cues should be designed to a high level of integrity and precision, in order to meet the intended function. They should be introduced as soon as possible in the design and be thoroughly assessed during the complete flight test campaign.

(c) Loss of vision through windshield panel:

According to VTOL.2600 (c), for category Enhanced, the flight crew interface design must allow for continued safe flight and landing after loss of vision through any one of the windshield panels. The applicant should demonstrate by flight test, in case of a complete loss of vision through any panel, the remaining external field of view with the use of particular procedure (e.g., flight with sideslip) will allow for continued safe flight and landing.

(d) Flight in precipitation⁸Flight into known icing conditions is out of the scope of this MOC. and operation in other environmental hazards:

(1) The external field of view should be sufficient in day/night, and not impaired by precipitation conditions and other environmental hazards.

(2) Precipitation conditions include, but are not limited to, rain, hail and snow.

(3) While (e) provides specific guidance on evaluating the external vision obstruction resulting from a certain continuous exposure to snow conditions, no specific requirement applies for the obstruction when flying into inadvertent snow or rain.

(4) Flight into hail should be considered taking into account the damage that can result from windshield structural integrity considerations as referred in (c), rather than concerning the expected obstruction due to its accumulation.

(5) Other environmental hazards include, but are not limited to, operations into sand, dust and saline environment.

(6) There is no specific requirement to determine any external vision impairment resulting from the exposure to environmental hazards.

(7) The effect of operating into other environmental hazards should be taken into account during the aircraft systems qualification, including their effects on windshield wipers efficiency or the degradation of performance of any other alternative precipitation removing devices (i.e. hydrophobic coating or blowers), if installed.

(e) Flight into known snow conditions:

CS-27 and AMC-27 contain no specific requirement or guidance for flight in precipitation conditions. In particular, no reference to falling and blowing snow is made in CS 27.773. There are no external vision requirements for flight into inadvertent snow.

This section intends to address the protection against potential accumulation of snow on windshield and windows when flying into known falling and blowing snow. 

So far, the pilot view obstruction in snow conditions has been addressed by the European Light Helicopter Manufacturers and the European Airworthiness Authorities during flight test demonstration for a turbine engine installation, as requested by the CS 27.1093(c). During these flight tests for helicopters powered by turbine engine, snow accretion was sometimes observed on the helicopter windshield, leading to a dangerous reduction in the pilot view. In these instances, only the use of wipers was able to restore acceptable visibility.

The Standardised European Rules of the Air establish in SERA.5010 the conditions under which an ATC unit can authorise a helicopter to operate within a control zone under Special VFR clearance, including certain weather minima. Therefore, it is assumed that a helicopter certified for day and night VFR can perform hover flights in re-circulating snow, take-off and land under snow falls, and fly with falling snow compatible with the Special VFR limit visibility.

Since the SERA Special VFR rules could still be applicable for VTOL capable aircraft, it is necessary to consider the pilot view of the flight path during a flight in snow fall that is compatible with these weather minima.

(1) The external field of view should be sufficient in day/night, and not impaired by snow conditions.

(2) If certification for flight in snow conditions is requested, it should be demonstrated that snow, both falling and blowing, does not accumulate on the VTOL windshield and windows so that flight crew external view of the flight path and surroundings is not unduly impaired during taxiing, hover flight, take-off, level flight and landing. Normal operations with no hazardous reduction in the pilot’s view of the flight path should be demonstrated under the following:

(i) Conditions to ensure VTOL operation in falling and blowing snow without restriction:

(A) Visibility: ½ mile as limited by snow, which represents a moderate/heavy snowstorm and is also consistent with the weather minima compatible with Special VFR. This value is a test parameter rather than an operational limitation to be imposed on the VTOL after the tests are completed.

(B) Temperature:

(a) Unless other temperatures are deemed more critical, -4°C to +1°C (25°F to 34°F) being  -2°C to +1°C desirable (28°F to 34°F) should be used, as conducive to wet snow conditions, which tends to accumulate on unheated surfaces subject to impingement.

(b) Company development testing or experience with similar VTOL may be adequate to determine other critical ambient conditions for certification testing.

(C) Operations:

(a) Ground running, taxiing, and IGE hover operations are generally the most critical since the VTOL may be operating in recirculating snow. Twenty-five minutes, or the maximum allowed time in relation the aircraft limitations, under these extreme conditions is considered a reasonable maximum, both from the view of pilot stress and the maximum expected taxi time prior to take off in bad weather.

(b) One hour of level flight operation, or maximum expected flight duration, under ½-mile visibility snow conditions is deemed to provide ample opportunity for accumulation to begin to build. Go-arounds and transitions to and back to wingborne flight, if applicable, should be included in these flight operations.

(c) The durations reported in the table above are minimum test duration times based on experience with rotorcraft operations, to ensure that the snow accretion on the aircraft and windshield is representative of a worst-case scenario. Different durations can be agreed with the Agency depending on the actual aircraft limitations or the expected operations.

(D) Provisions in the Aircraft Flight Manual:

(a) Visibility restrictions or limitations, based on which falling and blowing snow operations can be allowed, are not considered appropriate, as visibility may fluctuate rapidly in snowstorms. It is affected by the presence of fog or ice crystals, is not measured or controlled by the flight crew, and is difficult to estimate.

(b) Time limitations, other than possibly for ground and hover operations, are not considered appropriate:

1. Since during cruise in snow conditions the aircraft is likely to be in and out of heavy snowfall, it is not practical for the flight crew to measure the time spent in snow in level flight conditions. Thus, it is not appropriate to include time limitations in the AFM for level flight snow operations.

2. A practical ground and IGE hover time limitation of less than 25 minutes, or the maximum allowed time in relation the aircraft limitations, in recirculating snow may be considered. The expected action at the expiration of this specified time would be landing or transition to a safe flight condition where it has been shown that snow accumulations will not intensify or shed and so not cause unacceptable reduction in pilot visibility.

(ii) Artificially produced snow should not be used as the sole means of showing compliance. While it is an excellent development tool, artificial snow production devices are usually restricted to use for hover and ground evaluations, and the snow pellets produced by these machines are not sufficiently similar to natural snowflakes to justify the use of artificial snow as the sole basis of certification.

(3) Other test conditions:

(i) The windshield and windows should remain free of excessive snow accumulation. Excessive accumulation is defined as accumulation that may cause hazardous reduction in flight crew’s view of the flight path.

(ii) Actual flight demonstration should be performed in natural snow. The ground operations and IGE hover test conditions assume operation in recirculating snow. Blowing snow, resulting from rotor airflow recirculation, can be expected to be more severe than natural blowing snow if the VTOL capable aircraft continues to move slowly over freshly fallen snow. Thus, the blowing snow operational capability should be demonstrated by the taxi and hover operations in recirculating snow.

(iii) Airspeeds:

(A) For VFR VTOL capable aircraft, the airspeeds for the level flight test condition should include the maximum consistent with the visibility conditions.

(B) For IFR operations, the airspeed should range from the minimum IFR speed or the minimum for snow operations up to the maximum cruise speed or the maximum speed specified for snow operations in the flight manual limitations, unless other airspeeds are deemed more critical. VTOL seeking VFR certification may later be IFR certified with a possible increase in airspeed in snow conditions. This factor should be considered if IFR certification is anticipated.

(iv) Visibility measurements:

(A) The specified visibility assumes that visual measurements are made in falling snow in the absence of fog or recirculating snow by an observer at the test site outside the tests VTOL capable aircraft’s area of influence.

(B) An accepted equation for relating this measured visibility to snow concentration is V = 374.9/C^0.7734 where C is the snow concentration (grams/metre³) and V is the visibility (metres).

(a) This equation can be reasonably applied to all snowflake type classifications and is credited to J.R. Stallabrass, National Research Council of Canada.

(b) Other equations may be applied if they are shown to be accurate for the particular snowflake types for the test programme.

(v) The likelihood that the desired concentration will exist for the duration of the testing is even more remote. Because of these testing realities, it is very likely that exact target test conditions will not be achieved. Those involved in certification should exercise good judgment in accepting alternate approaches. However, the applicant should strive to perform the test in conditions as close as practicable to ½ mile visibility.

(vi)  If it becomes apparent that snow accumulations in ground and IGE hover operations in recirculating snow are much more severe than in the level flight test, it is reasonable to accept prolonged IGE operations in recirculating snow and to accept durations of less than 1-hour level flight, or maximum expected flight duration. Best efforts should be made to ensure that at least some level flight time is accomplished at ½-mile visibility to assure that the spectrum is covered.

(vii) For the level flight portion, if after a reasonable time it is noticed that there is no snow accumulation that would impair the pilot visibility, the duration of the level flight may be reduced accordingly.

(viii) It should be determined that the visibility established at the test site is limited by snow and not by fog or poor lighting (twilight) conditions.

(ix) Recirculation is necessarily a qualitative judgment by the test pilot. For test purposes, recirculation should be the highest snow concentration attainable in the manoeuvre, or that corresponding to the lowest visibility at which (in the pilot’s judgment) control of the VTOL is possible in the IGE condition. The visibility specification of ½ mile outside of the recirculation influence becomes inconsequential provided that fresh, loose snow is continually experienced during the ground operation and IGE hover testing phase. However, since it is intended that the test phases be accomplished sequentially to assure that transition to take off and other transients are considered, the conditions at take-off, level flight, and descent and landing should approximate the ½-mile visibility criteria.

2. Controls and displays for use by the flight crew:

CS 27.1302 Amdt. 8, as per the guidelines defined in its AMC 27.1302, is accepted as a means of compliance with VTOL.2600 regarding the design and approval of installed equipment that is intended for use by the crew members from their normal seating positions in the cockpit with the following considerations:

(a) CS 27.1302 and its AMC 27.1302 apply to the flight crew interfaces and system behaviour for all the installed systems and equipment used by the flight crew in the cockpit while operating the VTOL capable aircraft in normal, abnormal/malfunction and emergency conditions.

(b) The functions that the flight crew members are able to perform from the cabin need to be considered if they can interfere with the ones under the responsibility of the cockpit flight crew, or if dedicated airworthiness requirements are included in the rules.

(c) CS 27.1302 and its AMC do not apply to flight crew training, qualification, or licensing requirements.

(d) The extent of the compliance demonstration necessary for each design may vary and not all the material contained in this MOC has to be systematically followed. The proportionate application of AMC 27.1302 will depend on criteria such as the VTOL category (Enhanced and Basic) and the maximum passenger seating configuration. 

(e) The following proportional approach in the application of AMC 27.1302 supersedes AMC 27.1302 paragraph 3.2.9 “Proportional approach in the compliance demonstration”:

VTOL.2605 Installation and operation information

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(a) Each item of installed equipment related to the flight crew interface must be labelled, if applicable, as for its identification, function, or operating limitations, or any combination of these factors.

(b) There must be a discernible means of providing system operating parameters required to operate the aircraft including warnings, cautions, and normal indications, to the responsible crew member.

(c) Information concerning an unsafe system operating condition must be provided in a timely manner to the crew member responsible for taking corrective action. The information must be clear enough to avoid likely crew member errors.

(d) Information related to safety equipment must be easily identifiable and its method of operation must be clearly marked.

MOC VTOL.2605 Installation and operation information

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(a) CS 27.1322 Amdt 6, as per the guidelines established in AC 27.1322, and with further advice provided in AMC 25.1322, is accepted as a means of compliance with VTOL.2605(b) regarding the design of warnings, cautions and advisory lights.

(b) CS 27.1302 Amdt. 8, as per the guidelines established in AMC 27.1302, is accepted as a means of compliance with VTOL.2605(b) and (c) regarding the design of flight crew interfaces and behaviour of installed systems and equipment used by the flight crew in the cockpit while operating the VTOL capable aircraft in normal, abnormal abnormal/malfunction and emergency conditions.

(1) The functions that the flight crew members perform from the cabin should be considered if they can interfere with the ones under the responsibility of the cockpit flight crew, or if dedicated airworthiness requirements apply.

(2) CS 27.1302 and its AMC 27.1302 do not apply to flight crew training, qualification, or licensing requirements.

(3) The extent of the compliance demonstration necessary for each design may vary and not all the material contained in this MOC has to be systematically followed. The proportionate application of AMC 27.1302 will depend on criteria such as VTOL category (Enhanced and Basic) and the maximum passenger seating configuration.

For the Category Basic, proportionality is allowed in the application of AMC 27.1302 as defined in this  MOC VTOL.2605.

(4) The following proportional approach in the application of AMC 27.1302 supersedes AMC 27.1302 paragraph 3.2.9 “Proportional approach in the compliance demonstration”:

(c) CS 27.1561 Amdt. 5 (or later) is accepted as a means of compliance with VTOL.2605(d) regarding the identification of information related to safety equipment and the marking of its method of operation.

VTOL.2610 Instrument markings, control markings and placards

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(a) Each aircraft must display in a conspicuous manner any placard and instrument marking necessary for operation.

(b) The design must clearly indicate the function of each cockpit control, other than primary flight controls.

(c) The applicant must include instrument marking and placard information in the Aircraft Flight Manual.

MOC VTOL.2610 Instrument markings, control markings and placards

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(a) The following are accepted as a means of compliance with VTOL.2610(a):

(1) Markings or placards should be placed close to or on (as appropriate) the instrument or control with which they are associated.

(2) The terminology and units used should be consistent with those used in the Aircraft Flight Manual.

(3) The units used for markings and placards should be those that are read on the relevant associated instrument.

(4) Publications which are considered to provide appropriate standards for the design substantiation and certification of symbolic placards may include, but are not limited to, ‘General Aviation Manufacturers Association (GAMA) Publication No. 15 — Symbolic Messages’, Initial Issue, 1 March 2014.

(5) AMC 1 to CS 23.2610 Amdt. 5 is accepted as additional MOC with VTOL.2610(a)

(b) CS 27.1555 (a), (b)(1) and (2), and (e) Amdt.6 are accepted as means of compliance with VTOL.2610(b).

(c) If certification with ditching provisions, emergency flotation provisions or limited over water operations is requested by the applicant, each emergency control that may need to be operated underwater should be marked with the method of operation and be marked with yellow and black stripes.

VTOL.2615 Flight, navigation, and lift/thrust system instruments

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(a) Installed systems must provide the flight crew member who sets or monitors parameters for the flight, navigation, and lift/thrust system the information necessary to do so during each phase of flight. This information must:

(1) be presented in a manner that the crew members can monitor the parameters and trends, as needed to operate the aircraft; and

(2) include limitations, unless the limitation cannot be exceeded in all intended operations.

(b) Indication systems that integrate the display of flight or lift/thrust system parameters required to safely operate the aircraft, or required by the operating rules, must:

(1) not inhibit the primary display of flight or lift/thrust system parameters needed by any flight crew member in any normal mode of operation;

(2) reserved.

VTOL.2620 Aircraft Flight Manual

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The applicant must provide an aircraft flight manual that must be delivered with each aircraft and contains the following information:

(a) operating limitations and procedures;

(b) performance information;

(c) loading information;

(d) instrument marking and placard information; and

(e) any other information necessary for the safe operation of the aircraft.

MOC VTOL.2620 Electronic Aircraft Flight Manual

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1. INTRODUCTION AND SCOPE

This MOC presents guidelines for obtaining approval of an electronic version of an Aircraft Flight Manual (eAFM). These guidelines also apply to eAFM appendices and supplements. The guidelines are applicable to eAFM applications running on hardware platforms which may or may not be included in the aircraft type design definition.

(a) These guidelines cover:

(1) The definitions of the eAFM and its constituents, as well as its relationship with the EFB world;

(2) The expected process for airworthiness approval of the eAFM;

(3) The acceptable means to ensure:

(i) completeness and integrity of the eAFM, as well as the means for ensuring control of its configuration and of the information thereby provided;

(ii) management of supplemental information regarding specific aircraft configurations and removable kits;

(iii) approval of post-TC eAFM revisions, either stand alone or design change related, including those done by third parties and those resulting from continuing airworthiness processes.

(b) These guidelines do not cover:

(1) Systems that provide input to other aircraft systems or equipment;

(2) Supplementary software or software functions used to prepare documentation suitable for use in the operation of the aircraft under the applicable operating rules (e.g. airport analysis software).

(c) Similarly to a paper AFM, eAFM software application is not certified as part of the aircraft type design, however it is approved by the Agency for showing compliance with VTOL.2620 and becomes part of the type certificate.

(d) The operational rules (Commission Regulation (EU) No 965/2012 and subsequent amendments) include provisions for the use of an eAFM. However, from an airworthiness approval standpoint, the showing of compliance of the aircraft eAFM with the TC basis requirements should be based on this MOC.

(e) When the eAFM is hosted and used in flight on non-installed equipment (not part of the type design definition), such as on a tablet device, it is considered to be an Electronic Flight Bag (EFB) application. In this case the operational rules apply, which address the use of EFB, including the operational risk assessment, paperless operations, environmental testing, administration, Human-Machine Interface and Human Factors considerations, and pilot procedures and training.

2. Definitions

The primary purpose of the AFM required by VTOL.2620 is to provide an authoritative source of information necessary for the safe operation of the aircraft. In this aim, it is based in the first place on source technical data files from which all required AFM information should be gathered, classified, organized, and prioritized. These data files need to be processed by a specific software application to allow interactive display of the information in a given format and structure. The eAFM software application may run on different kinds of host platforms with various hardware and operating systems.

The following definitions apply:

(a) Electronic AFM (eAFM): Set of data files and a software application used to provide interactive display of AFM information on an authorised host platform.

(b) Software Application: The software program(s), installation information and operating guide to be used by the end user in conjunction with the data files to display the eAFM information.

(c) Host Platform: The hardware and basic software (e.g. Operative System (OS), input/output software) environment that enables the operation of the software application to input, process and output the eAFM information to the end user.

(d) Authorised host platform configuration: Host platform configuration with characteristics (e.g. input/output hardware characteristics, Operating System version, Central Processing Unit (CPU) type, CPU frequency, memory) for which the eAFM performance and integrity are guaranteed.

Note: Particular cases of authorised host platform configuration are the “worst case authorised host platform configurations” that correspond to the configurations with minimum characteristics ensuring the eAFM performance and integrity.

3. eAFM scope of approval and deliverable data package

The approved constituent elements of an eAFM are the data files and the software application(s). The host platform is not part of the approved eAFM. If it is not part of the type design definition (e.g. in the case of non-installed equipment such as portable COTS equipment), the list of host platform configuration characteristics and their authorised range will be identified as conditions for the eAFM approval.

Therefore, the following information should be clearly identified and made available with each aircraft:

(a) The eAFM data files applicable to that aircraft, i.e. name, format, version, and date.

(b) The eAFM software application(s), i.e. name, version, part or build number, installation information (including verification procedure, see Section 5(b)(3) in this MOC) and operating guide.

(c) If the host platform is non-installed equipment (not part of the type design definition), the list of authorised host platform configuration characteristics and the range in which those characteristics may evolve while ensuring the correct performance of the eAFM.

4. Compliance demonstration

(a) The following eAFM aspects should be addressed in the demonstration of compliance with VTOL.2620:

(1) The technical content of the approved AFM information (e.g. Limitations, Normal and Emergency procedures, Performance data, etc.);

(2) The structure of this technical content, i.e. the way the different sections, subsections and single information of the eAFM are ordered and structured in relation with each other;

(3) The eAFM information format, i.e. the way the technical content and structure of the eAFM are displayed.

(b) The software application(s) should ensure at any time segregation and clear distinction of the approved data from non-approved ones, in particular when interactive functions of the software are in use. The software should always show if any information is approved (by indication of the approval status and approving organisation/authority) or belongs to the non-approved part of the AFM.

(c) Identification of the approval status of the eAFM (data file version, SW application version, etc.) should be made readily available to the end user via a dedicated function or permanently displayed. The eAFM should be under configuration management control and a unique identifier covering all the eAFM constituents should be available. 

(d) Practical access to, and readability and usability of, the eAFM information on ground, in flight, and during any foreseeable normal and emergency operating condition should be also demonstrated.

5. Software considerations

(a) The integrity and reliability of the eAFM software application(s) running on an authorised host platform should be commensurate with the safety objectives defined for their identified failure conditions.

(b) Software running on non-installed equipment:

(1) If the software application is intended to be installed on non-installed equipment, not part of the type design definition, such as Commercial Off-the-Shelf (COTS) platforms and possibly under control by the operator, the lack of development assurance of the platform should be compensated for by at least the following:

(iv) Development assurance activities at application level; and

(v) Verification at eAFM end user level (operator).

(2) A software development assurance process for the eAFM software application(s) should be defined and implemented. It should include in particular extensive⁹“Extensive” means that all possible eAFM functionalities have been covered by the verification. verification of the eAFM functionality, including robustness test cases, in a repeatable and standardised manner and for the worst-case authorised platform configurations. This could be achieved by means of development assurance processes (e.g. DO‑178()/ED‑12(), DO-330/ED-215...) or other appropriate means to be agreed by the Agency.

(3) An additional verification procedure should be developed and provided to end users, as part of the eAFM installation information, for them to ensure adequate verification of the eAFM functionality on their final host platform configuration(s). It should also provide information on how to ensure the absence of regression in case of new or updated host platforms (e.g. Operating System update) or when new software application versions are released.

(c) eAFM data files: The integrity of the eAFM information should be ensured, e.g. by means of CRC protection of the data files.

(d) Identification of the authorized host platform characteristics

(1) The host platform will not be part of the Agency approved eAFM.

(2) The host platform can consist of COTS equipment, without software or hardware qualification, whose technological and performance features as available on the market may change very rapidly. Therefore, the specifications of the host platform configuration characteristics for which the eAFM performance and integrity are guaranteed should be provided.

(3) The eAFM host platform may be an EFB (as defined in the Air Operations Regulation).

(e) Software running on installed equipment: If the eAFM is intended to be hosted in installed equipment (part of the type design definition), the host platform characteristics are fully defined (at the time of its certification); therefore the development assurance at application level can be performed on the final target platform alleviating the need for verification at end user level.

6. eAFM supplements

The eAFM may contain supplements or may propose to embed them in the basic eAFM structure.

In the latter case, the eAFM software application should have a safeguarded feature for selection and de-selection of eAFM for kits, optional equipment, or supplemental information. For this purpose, it should be demonstrated that:

(a) The selection of eAFM supplements for kits is restricted by design only to the people/organizations holding proper rights and responsibilities for making such changes;

(b) The risk of inadvertent changes to the aircraft configuration is properly mitigated, e.g. by means of disclaimers and warning messages displayed on the screen and/or confirmation actions to be performed in order to implement the change;

(c) The selection of eAFM supplements for kits is always readily accessible from any view of the eAFM;

(d) Simultaneous selection of eAFM supplements for incompatible kits is not possible;

(e) Information regarding eAFM supplements for kits whose operation is optional is properly tagged as “if operated”;

(f) Information regarding eAFM supplements for kits that may be removable is properly tagged as “if installed”;

(g) The eAFM provides a log of all selectable supplements for kits or supplemental information.

7. Performance computation

(a) Software assurance

(1) If the eAFM includes a performance computation function, by which the flight crew can calculate and display the aircraft performance both during the flight preparation and in flight, the following additional considerations apply.

(i) The applicant should perform a safety assessment of the performance computation function in order todefine the safety objectives as prescribed by VTOL.2510. A software development assurance process should then be defined and implemented in accordance with AMC 20-115()

(ii) Considering the nature of an eAFM software application, certain adaptations to the DO-178()/ED-12() objectives may be necessary. The rationale for any objective alleviation should be documented. It should be demonstrated that any objective removal can only cause at worst eAFM availability problems and cannot lead to data integrity problems (i.e. production of erroneous data).

(iii) The following adaptations to ED-12C (or later revisions) objectives are provided as examples:

(b) Database Assurance: Databases used for performance calculation should be produced using standard industry processes such as the provisions of DO-178()/DE-12() for Parameter Data Item verification, configuration and change controls or the processes of.DO-200()/ED-76(), as applicable, to a level commensurate with the failure effects identified in the safety assessment.

(c) Software Usage Aspects: The applicant should substantiate that the eAFM performance computation function is designed to:

(1) Provide a generated output containing all the information required to be in the AFM by VTOL.2620. This includes all relevant information (e.g. variables used for a specific condition) to determine operating condition and applicability of the generated output.

(2) Provide equivalent or conservative results to that obtained by performance charts otherwise approved (e.g. in paper/pdf format) for the AFM.

(3) Preclude calculations that would generate results identified as EASA approved by:

(iv) Extrapolating data beyond computational bounds agreed to by the Agency and the applicant; or

(v) Using unapproved flight test analysis or AFM expansion methods.

(4) Provide a satisfactory level of transparency (e.g. understanding of performance relations and limitations).

(d) Interface Aspects: The applicant should substantiate that the eAFM performance calculation function is designed to minimise mistakes or misunderstanding by a trained user during data input and interpretation of output. For this purpose, guidance on Air Operations Regulation for Human Machine Interface and Human Factors aspects of Electronic Flight Bags, such as AMC1 SPA.EFB.100(b)(2) and paragraph (f) of AMC5 SPA.EFB.100(b)(3), may be considered.

8. eAFM Approval Process

(a) The Agency will approve the initial version of the “envelope” eAFM, i.e. the full set of all approved AFM content. Any subsequent revision will be also approved, either directly by the Agency or by means of a DOA privilege.

(b)  TC holders may have the privilege, under the Authority of their DOA/POA, to define the content of each individual aircraft eAFM (customised eAFM), by selecting the appropriate approved parts from the envelope eAFM, according to the known configuration of this individual aircraft, and, if needed, the particular requests of the Authority of the country of registration of the aircraft, and distribute this eAFM to the operator. 

9. eAFM Customization

Customised eAFM may be built for specific operators’ configurations and managed under the DOA/POA responsibility. With this regard, the following apply:

(a) If the approved eAFM is intended to be the one applicable to all fleet and incorporating all kits, clear instructions on how to customize this eAFM application(s) should be available for operators.

(b) As some eAFM information (e.g. limitation, procedures, etc.) may be applicable to a single or limited number of aircraft only, it should be specified how this information will be managed and conveyed into the customized eAFM, clarifying also in which cases such information may take precedence and replace the one of the basic eAFM.

10. Printed copies and excerpts of the eAFM

(a) Printed copies or excerpts of the eAFM could lead to use incorrect or obsolete data, which could endanger the conduct of the flight. Therefore, excerpts or copies under any format (printed, .pdf, .jpg, .xps, .png, etc) of any part of or of the entire eAFM directly from the software application(s) should be either not allowed or considered and marked as uncontrolled. In particular, if permitted, the extraction of information for building up operational documentation should not impair or corrupt the technical content, the structure and the presentation format of the approved eAFM.

(b) Moreover, the following objectives apply:

(1) The segregation of the data, as well as separation of the approved from unapproved data should be maintained in the pdf or printed copy.

(2) The pdf or printed copy should clearly identify the issue or version of the eAFM and the specific aircraft configuration to which it refers.

11. Design organization processes

It is recommended that the applicant’s approved design organization ensures that it identifies and implements all needed processes specific to the eAFM, covering in particular aspects such as electronic authoring and distribution of the eAFM, normal revisions, third party changes (such as resulting from Supplemental Type Certificates), and urgent content or software revisions resulting from Airworthiness Directives requirements.

VTOL.2625 Instructions for Continued Airworthiness

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(a) The applicant must prepare Instructions for Continued Airworthiness that are appropriate for the certification level and performance level of the aircraft.

(b) If Instructions for Continued Airworthiness are not supplied by the manufacturer of an appliance or product installed in the aircraft, the Instructions for Continued Airworthiness for the aircraft must include the information essential to the continued airworthiness of the aircraft.

(c) The Instructions for Continued Airworthiness must contain a Section titled ‘Airworthiness limitations’ that is segregated and clearly distinguishable from the rest of the document. This Section must set forth each mandatory maintenance action required for type certification. This Section must contain a legible statement in a prominent location that reads: ‘The Airworthiness limitations Section is approved and variations must also be approved’.

(d) The applicant must develop and implement procedures to prevent structural failures due to foreseeable causes of strength degradation, which could result in serious or fatal injuries, loss of the aircraft, or extended periods of operation with reduced safety margins. The Instructions for Continued Airworthiness must include procedures developed under SC VTOL.2255.

MOC VTOL.2625 Instructions for Continued Airworthiness

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1. General

The holders of type certificates are responsible for ensuring that there is sufficient and accurate information in the ICA and that they are delivered in a timely manner to maintain the continued airworthiness of the product. ICA is one of the key elements to keep the product airworthy.

ICA provide documentation of necessary methods, inspections, processes, and procedures.

This Means of Compliance (MOC) provides a set of general guidance that, when used in their entirety, are accepted to ensure adequate preparation of Instructions for Continued Airworthiness (ICA).

CS 27.1529 Amdt. 6 and referenced CS-27 Appendix A is accepted as means of compliance together with additional associated guidelines given in FAA AC 27-1B Change 7 Appendix A and complemented by those elaborated below.

In regard to FAA AC 27-1B Change 7 Appendix A chapter 4 “Airworthiness Limitation Section” paragraph 1.(a)(2) the regulatory reference (i.e. CS 27.571) should read VTOL.2240(a).

2. List of abbreviations

3. Format and content

ICA can be published in documents or in a manner that is outside the traditional understanding of a document, for example, as a series of web pages, or in a publishing format linked to tasks or data modules rather than pages. The data containing the instructions is itself the ICA, not any particular type of publication.

Adapted to the VTOL requirements, applicants may apply the latest ATA or ASD standards (e.g. ATA iSpec 2200 or ASD S1000D), which are recommended to be used by EASA for a clear structure. Basic manuals are defined by using those standards. However, manufacturers may arrange differently the range of manuals and their content.

There is no requirement for any specific format or arrangement of the manual or manuals. However, the specific arrangement and format chosen by the applicant should be used in a uniform manner.

The ICA content should be provided in English (Simplified Technical English, as e.g. in accordance with ASD Specification ASD-STE100). If manuals are produced in different languages, master copies in English should be provided to the Agency.

4. Timely availability of ICA

The EASA Certification Memorandum CM-ICA-001 “Completeness and timely availability of Instructions for Continued Airworthiness” provides guidance on the completeness and timely furnishing of ICA to the operator/owner and any other person required to comply with any of those instructions. This CM is deemed applicable to VTOL capable aircraft as well.

From 18 May 2022 (c.f. Art. 3 Regulation (EU) 2021/699) Point 21.A.7 of Annex I to Regulation 748/2012, along with the associated AMC1 21.A.7(c), will become applicable to cover this aspect of timely availability of ICA.

5. ICA Provided by Suppliers for an appliance

The ICA for the VTOL capable aircraft should include the information essential to the VTOL capable aircraft’s continued airworthiness. When parts of the ICA are produced by a supplier, there should be clear agreements between TCH and suppliers established to ensure the availability of the relevant ICA.

Certain information from the suppliers and their interfaces should be considered ICA.

Either this information is directly integrated in the TCH VTOL capable aircraft-, Lift/thrust unit- or ETSO-“top-level” ICA, if applicable in accordance with the technical standard applied, or it is provided in the supplier documentation (as for example Component Maintenance Manuals (CMM), Vendor Service Bulletins (VSB)).

The supplier documentation which is integrated in the “top-level” ICA of the TCH, or is referenced in there, is considered part of the complete ICA package.

If “top-level” ICA contains “discard” or “remove and replace” instructions for certain components (including system testing and other instructions ensuring that the product will be put in an airworthy state by such replacement), and do not refer to supplier documentation for necessary airworthiness actions, then the VTOL capable aircraft airworthiness is maintained by discard/replacement action, and the supplier documentation is not part of the ICA.

6. Multiple Manuals

It is not the intent of the Agency to enforce a specific selection/range of manuals, names and their abbreviations, apart from manuals/sections, which are referenced in requirements, like the “Airworthiness Limitations” in VTOL.2625(c). The selection of manuals, names and their abbreviations used in this MOC should be considered as examples only.

In case of segregation of information dedicated to a specific subject from a principal manual (like the Aircraft Maintenance Manual (AMM) or Standard Practices Manual (SPM)) into a separate manual, e.g. “Cable Fabrication Manual”, “Duct Repair Manual” or “Instrument Display Manual”, these manuals are considered as ICA. On the other hand, certain information dedicated to a specific subject may be integrated in a principal manual (as e.g. trouble-shooting information as part of the Aircraft Maintenance Manual (AMM) instead of a separate Trouble Shooting Manual (TSM)).

When reviewing the different requirements of CS-27 Appendix A, it should be noted that in the majority of the cases there is more than just one manual produced to provide the required information. To facilitate the compliance finding an applicant should provide an overview of the publications and manuals produced.

In this context, it should be clearly defined which manual is intended to be the “principal manual”.

7. Service Documentation, Information

The TCH can use their customer service documents as a method of making changes to ICA available and to deliver them in a timely manner. Typical publications could include, Alert Service Bulletin, Inspection Service Bulletin, Service Bulletin, Service Information Letter, etc.

An applicant should demonstrate which of its service documents may be used as ICA or may be used as a means of communication to provide information to the operator other than ICA.

These documents do not replace publications required for EASA type certification needing approval, such as the Airworthiness Limitations Section (ALS).

8. Electronic Media

Some applicants provide their documentation in an electronic format, e.g. CDs, internet, etc.. Manuals may be provided in such an electronic format instead of paper copies. Eventually, in integrating and cross-linking documentation into a common database, a classical manual structure (e.g. in accordance with previous ATA 100 standard), a set of manuals like AMM, WDM, TSM…, may be not visible. Therefore, an integrated documentation provided in a database may increase the difficulty to identify ICA related information. Nevertheless, the applicant should demonstrate which of its elements are required as ICA.

Within the EASA Part-21 (Regulation 748/2012) and CS-27 (and other documents), the term “manual” is used. For an integrated documentation provided in a database, the applicant should define and clarify the composition of documentation data for equivalent visibility as to a classical manual structure.

In the context of data base management, aspects like the production of data, its validation and verification, data submission, traceability of updates, data security and relevant operational requirements should be defined and explained by the applicant.