text: AMC and GM to Part-CAT Annex II to ED Decision 2021/008/R Issue 2, Amendment 19

text: N o t e t o t h e r e a d e r

text: In the amendments, and in particular in existing (that is, unchanged) text, the term ‘Agency’ is used interchangeably with ‘EASA’. The interchangeable use of these two terms is more apparent in the consolidated versions. Therefore, please note that both terms refer to the ‘European Union Aviation Safety Agency (EASA)’.

text: EQUIPMENT, PERFORMANCE AND PROCEDURES WHEN AIRCRAFT TRACKING IS REQUIRED

text: PROVIDING CONTACT INFORMATION TO COMPETENT AIR NAVIGATION SERVICE PROVIDERS

text: PERFORMANCE OF THE AIRBORNE SYSTEM, TRANSMISSION SERVICE, AND OPERATIONAL PROCEDURES

text: OBJECTIVES AND IMPLEMENTATION

text: EXPLANATION OF TERMS

text: TYPES OF ELTs AND GENERAL TECHNICAL SPECIFICATIONS

text: ADDITIONAL GUIDANCE

text: ROBUST AND AUTOMATIC MEANS TO LOCATE THE POINT OF END OF FLIGHT AFTER AN ACCIDENT

text: ADDITIONAL GUIDANCE

text: SURVIVAL ELT

identifier: AMC & GM to Part-CAT — Issue 2, Amendment 19

amnesord: Part-CAT - Commercial Air Transport Operations

beslut: ED Decision 2021/008/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: ‘Acceptable Means of Compliance and Guidance Material to Annex IV (Part-CAT) to

text: Regulation (EU) No 965/2012

text: — Issue 2, Amendment 19’

text: The Annex to ED Decision 2014/015/R is amended as follows:

type: stycke

text: The text of the amendment is arranged to show deleted text, new or amended text as shown below:

text: (a) deleted text is marked with strikethrough;

text: (b) new or amended text is highlighted in blue;

text: (c) an ellipsis (…) indicates that the remaining text is unchanged.

text: SUBPART A — GENERAL REQUIREMENTS

text: AMC1 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: (a) (…) (…) (i) Procedures The operator should establish procedures describing its aircraft tracking system, including the identification of abnormal flight behaviour and the notification of the competent ATS unit (ATS unit responsible for providing the alerting service in the airspace where the aircraft is believed to be), when appropriate. These procedures should be integrated with the emergency response plan of the operator.

text: GM6 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: A solution for the operator to make the necessary contact information available to all competent air navigation service providers (ANSPs) could be to register to the global OPS Control Directory of ICAO. Another One possible way of ensuring that contact information has been made available to all the competent air navigation service providers is to provide in the ATS flight plan (item 18 ‘Other information’) information sufficient to contact the on-duty staff of the aircraft operator.

text: AMC1 CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes

text: (a) Performance of the airborne system The airborne system used to comply with point CAT.GEN.MPA.210 (‘airborne system’) should: (1) be approved in accordance with the applicable airworthiness requirements; and (2) comply with the Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS) issued by EASA, or equivalent. (b) Transmission service If the airborne system relies on other equipment than ELTs for transmitting the information needed to comply with point CAT.GEN.MPA.210, the provider of the transmission service should be a surveillance service provider that is certified in accordance with

text: Regulation (EU) 2017/373

text: (the ‘ATM/ANS Regulation’). (c) Flight crew procedures The operator should establish flight crew procedures for using the airborne system, including manual activation and manual deactivation of that system. These procedures should ensure

text: that the flight crew manually activate the airborne system only if a search and rescue (SAR) response is needed or anticipated, and that they inform the relevant ATS unit in a timely manner when they manually deactivate or disable the airborne system to stop data transmission. (d) Operator’s procedures The operator should establish procedures: (1) for assessing whether an aircraft is likely to be in a state of emergency and (2) for informing the competent ATS unit (ATS unit responsible for providing the alerting service in the airspace where the aircraft is believed to be): (i) when a state of emergency is identified, and (ii) when a state of emergency no longer exists. (e) Limiting the effects of false alerts To reduce the frequency and effects of false alerts that are caused by the airborne system, the operator should: (1) establish procedures for disabling any of the required functions of the airborne system; (2) consider the airborne system inoperative if, during a flight, there were several occurrences of undesirable automatic activation of the airborne system; and (3) analyse occurrences of undesirable (manual and automatic) activation of the airborne system to determine their probable cause; the records of such analyses should be retained for at least 12 months and provided to the competent authority on request.

text: GM1 CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes

text: (a) The purpose of point CAT.GEN.MPA.210 is to have a high probability of timely and accurately locating the accident site after an accident during which the aircraft is severely damaged, irrespective of the accident location and survivability (hence, the terms ‘automatic’, ‘robust’, and ‘accurately’ are used in CAT.GEN.MPA.210). The scope of point CAT.GEN.MPA.210 includes non-survivable accidents. Means compliant with point CAT.GEN.MPA.210 are expected to: (1) quickly inform the SAR authority concerned that an accident occurred or is about to occur and provide them with information that can easily be used for locating the accident site; and (2) help the safety investigation authority concerned to locate the accident site and the aircraft wreckage so that they can collect evidence in a reasonable time frame. Therefore, if an aircraft in the scope of CAT.IDE.A.280 complies with CAT.GEN.MPA.210, this aircraft is not required to be equipped with an automatic emergency locator transmitter (ELT). Similarly, if an aircraft in the scope of CAT.IDE.A.285 complies with CAT.GEN.MPA.210, this aircraft is not required to be equipped with a 8.8-kHz underwater locating device (ULD).

text: (b) The airborne system used to comply with point CAT.GEN.MPA.210 could rely, for example, on an emergency locator transmitter of a distress tracking type (ELT(DT)), on an automatic deployable flight recorder (ADFR), or on the transmission of position reports at short time intervals (high-rate tracking (HRT)). (c) Subpart A of the Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS) contains general conditions applicable to the airborne system. Subpart E of CS-ACNS contains specific conditions for meeting the purpose of point CAT.GEN.MPA.210. (d) If other transmitting equipment than an ELT is used by the airborne system for complying with CAT.GEN.MPA.210, AMC1 CNS.OR.100 to Part-CNS of the ATM/ANS Regulation contains conditions applicable to the provider of the transmission service that is used by that equipment. (e) While AMC1 CNS.OR.100 only addresses the transmission of information to the SAR authorities, the capability to also transmit that information to the operator is advisable.

text: GM2 CAT.GEN.MPA.210 Location of an aircraft in distress — Aeroplanes

text: The terms used in point CAT.GEN.MPA.210 and AMC1 CAT.GEN.MPA.210 are explained below for better understanding: — ‘accident during which the aeroplane is severely damaged’ refers to an accident during which the aeroplane sustains damage or structural failure that adversely affects its structural strength, performance, or flight characteristics, and would normally require a major repair or replacement of the affected component, except for: — an engine failure or damage to the engine, when the damage is limited to a single engine (including its cowlings or accessories); — damage limited to propellers, wing tips, antennas, probes, vanes, tyres, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aeroplane skin (such as small dents or puncture holes); — minor damage to the landing gear; and — damage resulting from hail or bird strike (including holes in the radome); — ‘accurately determine the location of the point of end of flight’ means locating the point of end of flight with a position accuracy that is sufficient for safety investigation purposes, and when the accident conditions are survivable, also for SAR purposes; — ‘activation of the airborne system’ means the transition of the airborne system from another state to the activated state; — ‘airborne system’ means the organised set of airborne applications and airborne equipment that comply with CAT.GEN.MPA.210; — ‘ATM/ANS Regulation’ refers to Commission Implementing

text: Regulation (EU) 2017/373 of 1 March 2017

text: or any later EU regulation laying down common requirements for providers of air traffic management/air navigation services.

text: — ‘automatic means’ refers to means that do not require any human action to perform their intended function; — ‘automatic activation of the airborne system’ means activation of the airborne system that is automatically triggered by airborne equipment; — ‘deactivation of the airborne system’ means the transition of that system from the activated state to another state; — ‘point of end of flight’ means, depending on the nature of the accident, the point where the aircraft crashed into land or water, or landed on land or water, or was destroyed; — ‘required functions of the airborne system’ refers to the ‘functions of the system’, which are defined in the CS-ACNS that are applicable to locating an aircraft in distress; — ‘robust means’ refers to means designed to work properly under the circumstances of survivable accidents, and under the circumstances of most non-survivable accidents; — ‘the airborne system is activated’ means that the airborne system transmits signals to enable the determination of the location of the point of end of flight without sending mobile SAR facilities to the area of the transmitter; and — ‘transmission service’ refers to the service that makes the information sent by the airborne system available to the relevant stakeholders.

text: SUBPART D — INSTRUMENTS, DATA, EQUIPMENT

text: SECTION 1 — AEROPLANES

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

text: (a) The ELT required by this provision should be one of the following: (1) (…) (2) (…) (3) Automatic deployable (ELT(AD)) a. An ELT that is rigidly attached to the aircraft before the crash and that is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostaticwater sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder. (4) Distress tracking ELT (ELT(DT)). An ELT that is designed to be activated upon automatic detection of conditions indicative of a distress situation. This type of ELT is intended to provide information prior to the crash, to aid SAR teams in locating the crash site and/or any survivor(s). (4)(5) Survival ELT (ELT(S)). (…) (b) To minimise the possibility of damage in the event of a crash impact, the automatic ELTthe ELT(AF), ELT(AP), ELT(AD), or 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) Unless an automatic ELT is installed, the ELT(DT) should have capability C (crash survivability) and capability H1 (121.5-MHz homing signal) as specified in EUROCAE ED-62B ‘Minimum Operational Performance Standard for Aircraft Emergency Locator Transmitters’, dated December 2018, or in any later equivalent standard that is produced by EUROCAE. (c)(d) (…)

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

text: ‘ELT’ is a generic term describing equipment that broadcasts distinctive signals on designated frequencies and, depending on application, may be activated by impact or may be manually activated. (a) An ‘automatic ELT’ means an ELT(AF), ELT(AP), or ELT(AD). Other types of ELTs are not considered ‘automatic ELTs’. (b) A ‘water sensor’ means a sensor that detects water immersion, including at low depth.

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

text: (a) It is advisable to install automatic ELTs that transmit encoded position data and that meet the operational performance requirements of EUROCAE Document ED-62B, or RTCA DO-204B, or any later equivalent standard. (b) Guidance material for the inspection of an ELT can be found in FAA Advisory Circular (AC) 91-44A ‘Installation and Inspection Procedures for Emergency Locator Transmitters and Receivers’, Change 1, dated February 2018.

text: AMC2 CAT.IDE.A.285(f) Flight over water

text: The ‘robust and automatic means to accurately determine, following an accident where the aeroplane is severely damaged, the location of the point of end of flight’ should comply with point CAT.GEN.MPA.210.

text: SECTION 2 — HELICOPTERS

text: AMC2 CAT.IDE.H.280 Emergency locator transmitter (ELT)

text: (a) The ELT required by this provision should be one of the following: (1) (…) (2) (…) (3) Automatic Ddeployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and that is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostaticwater sensors. Manual deployment is also provided. This type of ELT should float in water and is intended to aid SAR teams in locating the crash site. The ELT(AD) may be either a stand-alone beacon or an inseparable part of a deployable recorder. (4) Survival ELT (ELT(S)). An ELT that is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed either to be tethered to a life-raft or a survivor. A water-activated ELT(S) is not an ELT(AP). (b) (…) (…)

text: GM1 CAT.IDE.H.280 Emergency locator transmitter (ELT)

text: GM2 CAT.IDE.H.280 Emergency locator transmitter (ELT)

text: AMC1 CAT.IDE.H.300(b)(3) & CAT.IDE.H.305(b) Flight over water & Survival equipment

text: (a) The survival ELT (ELT(S)) is an ELT removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by a survivor. An ELT(S) may be activated manually or automatically (e.g. by water activation). It should be designed to be tethered either to a life raft or a survivor. (b) 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).

type: vagledning

utgivare: easa


text: Annex to ED Decision 2015/007/R

text: Deci s i on 2014/015/R of the Executi ve Di rector of the Agency of 24 Apri l 2014 a dopti ng Accepta bl e Mea ns of Compl iance a nd Guidance Ma terial to Pa rt-CAT of

text: Commission Regulation (EU) No 965/2012

text: a nd repea l i ng Deci s i on 2012/018/R of the Executi ve Di rector of the Agency of 24 October 2012.

text: Pa ge 1 of 9

text: Annex to ED Decision 2015/007/R

text: Pa ge 2 of 9

text: Annex to ED Decision 2015/007/R

text: Pa ge 3 of 9

text: Annex to ED Decision 2015/007/R

text: Pa ge 4 of 9

text: Annex to ED Decision 2015/007/R xj = mass values of individual passengers (sampling units). (2) Standard deviation where: xj– x = = deviation of the individual value from the sample mean. (…)

text: Pa ge 5 of 9

text: Annex to ED Decision 201x/CAT/R

text: Pa ge 6 of 9

text: Annex to ED Decision 201x/CAT/R AMC5 CAT.IDE.A.190 is amended as follows:

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text: Annex to ED Decision 201x/CAT/R

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text: Annex to ED Decision 201x/CAT/R

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identifier: AMC & GM to Part-CAT — Issue 2, Amendment 2

beslut: ED Decision 2015/007/R

text: Annex to Decision 2015/007/R

text: ‘AMC and GM to Part-CAT — Issue 2, Amendment 2’

text: The Annex to Decision 2014/015/R is hereby amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below:

text: 1. deleted text is marked with strike through;

text: 2. new or amended text is highlighted in grey; and

text: 3. an ellipsis (…) indicates that the remaining text is unchanged in front of or follow ing the reflected amendment.

text: A new AMC1 CAT.GEN.MPA.124 is inserted as follows:

text: AMC1 CAT.GEN.MPA.124 Taxiing of aircraft

text: PROCEDURES FOR TAXIING Procedures for taxiing should include at least the following: (a) application of the sterile flight crew compartment procedures; (b) use of standard radio-telephony (RTF) phraseology; (c) use of lights; (d) measures to enhance the situational awareness of the minimum required flight crew members. The following list of typical items should be adapted by the operator to take into account its operational environment: (1) each flight crew member should have the necessary aerodrome layout charts available; (2) the pilot taxiing the aircraft should announce in advance his/her intentions to the pilot monitoring; (3) all taxi clearances should be heard and should be understood by each flight crew member; (4) all taxi clearances should be cross-checked against the aerodrome chart and aerodrome surface markings, signs, and lights; (5) an aircraft taxiing on the manoeuvring area should stop and hold at all lighted stop bars, and may proceed further when an explicit clearance to enter or cross the runway has been issued by the aerodrome control tower, and when the stop bar lights are switched off;

text: (6) if the pilot taxiing the aircraft is unsure of his/her position, he/she should stop the aircraft and contact air traffic control; (7) the pilot monitoring should monitor the taxi progress and adherence to the clearances, and should assist the pilot taxiing; (8) any action which may disturb the flight crew from the taxi activity should be avoided or done with the parking brake set (e.g. announcements by public address) ; (e) subparagraphs (d)(2) and (d)(7) are not applicable to single-pilot operations.

text: A new GM2 CAT.GEN.MPA.125 is inserted as follows:

text: GM2 CAT.GEN.MPA.125 Taxiing of aeroplanes

text: SAFETY-CRITICAL ACTIVITY (a) Taxiing should be treated as a safety-critical activity due to the risks related to the movement of the aeroplane and the potential for a catastrophic event on the ground. (b) Taxiing is a high-workload phase of flight that requires the full attention of the flight crew.

text: GM1 CAT.GEN.MPA.155 is amended as follows:

text: GM1 CAT.GEN.MPA.155 Carriage of weapons of war and munitions of war

text: WEAPONS OF WAR AND MUNITIONS OF WAR (a) In accordance with

text: Regulation (EC) No 300/2008

text: , weapons of war may be carried on board an aircraft, in a place that is not inaccessible, if the required security conditions in accordance with national laws have been fulfilled and authorisation has been given by the States involved. (ab) There is no internationally agreed definition of weapons of war and munitions of war. Some States may have defined them for their particular purposes or for national need. (bc) It is the responsibility of the operator to check, with the State(s) concerned, whether or not a particular weapon or munition is regarded as a weapon of war or munitions of war. In this context, States that may be concerned with granting approvals for the carriage of weapons of war or munitions of war are those of origin, transit, overflight and destination of th e consignment and the State of the operator. (cd) Where weapons of war or munitions of war are also dangerous goods by definition (e.g. torpedoes, bombs, etc.), CAT.GEN.MPA.200 Transport of dangerous goods also applies.

text: GM1 CAT.GEN.MPA.160 is amended as follows:

text: GM1 CAT.GEN.MPA.160 Carriage of sporting weapons and ammunition

text: SPORTING WEAPONS (a) In accordance with

text: Regulation (EC) No 300/2008

text: sporting weapons may be carried on board an aircraft, in a place that is not inaccessible, if the required security conditions in accordance with national laws have been fulfilled and authorisation has been given by the States involved. (ab) There is no internationally agreed definition of sporting weapons. In general, it may be any weapon that is not a weapon of war or munitions of war. Sporting weapons include hunting knives, bows and other similar articles. An antique weapon, which at one time may have been a weapon of war or munitions of war, such as a musket, may now be regarded as a sporti ng weapon. (bc) A firearm is any gun, rifle or pistol that fires a projectile. (cd) The following firearms are generally regarded as being sporting weapons: (1) those designed for shooting game, birds and other animals; (2) those used for target shooting, clay-pigeon shooting and competition shooting, providing the weapons are not those on standard issue to military forces; and (3) airguns, dart guns, starting pistols, etc. (de) A firearm, which is not a weapon of war or munitions of war, should be treated as a sporting weapon for the purposes of its carriage on an aircraft.

text: The following amendments are editorial changes to the existing text which are not related to the substantial amendments of this Decision:

text: AMC1 CAT.GEN.MPA.195(b) is amended as follows:

text: AMC1 CAT.GEN.MPA.195(b) Preservation, production and use of flight recorder recordings

text: OPERATIONAL CHECKS Whenever a recorder is required to be carried, the operator should: (a) perform an annual inspection of FDR recording and CVR recording unless one or more of the following applies: (…) (3) Where two solid-state CVRs are both fitted with internal built-in-test equipment sufficient to monitor reception and recording of data, a comprehensive recording inspection needs to be performed for one CVR only. For the second CVR, checking its

text: internal built-in-test equipment is sufficient. The inspection should be performed alternately such that each CVR is inspected once every other year.

text: GM1 CAT.GEN.NMPA.140(a)(9) is amended as follows:

text: GM1 CAT.GEN.NMPA.140(a)(9) Documents, manuals and information to be carried

text: JOURNEY LOG, OR EQUIVALENT ‘Journey log, or equivalent’ means that the required information may be recorded in documentation other than a log book, such as the operational flight plan or the aircraft technical log.

text: AMC1 CAT.OP.MPA.140(c) is amended as follows:

text: AMC1 CAT.OP.MPA.140(cd) Maximum distance from an adequate aerodrome for two-engined aeroplanes without an ETOPS approval

text: OPERATION OF NON-ETOPS COMPLIANT TWIN TURBO-JET AEROPLANES WITH MOPSC OF 19 OR LESS AND MCTOM LESS THAN 45 360 KG BETWEEN 120 AND 180 MINUTES FROM AN ADEQUATE AERODROME (…)

text: AMC3 CAT.POL.MAB.100(b) is renamed as follows (consequently, the order of the AMCs related to CAT.POL.MAB.100 needs to be adjusted):

text: AMC3AMC1 CAT.POL.MAB.100(b)(a)

text: CENTRE OF GRAVITY LIMITS – OPERATIONAL CG ENVELOPE AND IN-FLIGHT CG

text: GM2 CAT.POL.MAB.100(e) is amended as follows:

text: GM2 CAT.POL.MAB.100(e) Mass and Balance, Loading

text: STATISTICAL EVALUATION OF PASSENGERS AND BAGGAGE DATA (…) (b) Calculation of average mass and standard deviation. If the sample of passengers weighed is drawn at random, then the arithmetic mean of the sample (x) is an unbiased estimate of the true average mass (µ) of the population. (1) Arithmetic mean of sample where:

text: AMC3 CAT.IDE.A.190 is amended as follows:

text: AMC3 CAT.IDE.A.190 Flight data recorder

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

text: No Parameter Range Sampling Accuracy limits (sensor input Recommended Remarks interval in compared to FDR readout) resolution in seconds readout

text: 3 Indicated 50 kt or 1 ±5 % 1 kt (0.5 kt Should be obtained from air data airspeed or minimum value recommended) computer when installed. ±3 % calibrated installed pitot VSOS0: stalling speed or airspeed static system to minimum steady flight speed in Max VSO0 the landing configuration VD Max VSO0 to design diving speed 1•21.2 VdD

text: AMC5 CAT.IDE.A.190 Flight data recorder

text: PERFORMANCE SPECIFICATIONS FOR THE PARAMETERS TO BE RECORDED FOR AEROPLANES FIRST ISSUED WITH AN INDIVIDUAL COFA UP TO AND INCLUDING 31 MARCH 1998 Table 1: Flight data recorder

text: (…) 3 Indicated airspeed or 50 kt to max VSO0 1 ±5 % 1 kt VSO0 stalling speed or calibrated airspeed minimum steady flight speed Max VSO0 to 1.2 VdD ±3 % in the landing configuration VD design diving speed (…)

text: AMC1 CAT.IDE.H.125(b) & CAT.IDE.H.130(h) is amended as follows:

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

text: MULTI-PILOT OPERATIONS — DUPLICATE INSTRUMENTS Duplicate instruments should include separate displays for each pilot and separate selectors or other associated equipment where appropriate.

text: AMC1 CAT.IDE.H.190 is amended as follows:

text: AMC1 CAT.IDE.H.190 Flight data recorder

text: OPERATIONAL PERFORMANCE REQUIREMENTS FOR HELICOPTERS HAVING AN MCTOM OF MORE THAN 3 175 KG AND FIRST ISSUED WITH AN INDIVIDUAL COFA ON OR AFTER 1 JANUARY 2016 (…) Table 1: FDR — all helicopters

text: No* Parameter

text: 1 Time or relative time count 2 Pressure altitude 3 Indicated airspeed or calibrated airspeed 4 Heading e5 Normal acceleration (…)

text: AMC2 CAT.IDE.H.290 is amended as follows:

text: AMC2 CAT.IDE.H.290(b) Life-jackets

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

text: AMC1 CAT.IDE.S.110(a)(4) & CAT.IDE.S.115(d) is amended as follows:

text: AMC1 CAT.IDE.S.110(a)(4) & CAT.IDE.S.115(d) Operations under VFR & cloud flying — flight and navigational instruments

text: CALIBRATION OF THE INSTRUMENT INDICATING AIRSPEED (a) The instrument indicating airspeed should be calibrated in knots (kt). (b) Calibration in kilometres (km) per hour (kph) or in miles per hour (mph) is also acceptable.

text: AMC1 CAT.IDE.B.140(c)(1) is amended as follows:

text: AMC1 CAT.IDE.B.1450(c)(1) Miscellaneous equipment

text: KNIFE The knife, hook knife or equivalent, should be capable of cutting any control line or handling rope that is accessible to the commander or a crew member from the basket.

text: In order to ensure consistent use of terminology, the following terms are replaced in the entire Annex:

text:  ‘air operator certificate’ replaced by ‘AOC’ (except when mentioned for the first time);  ‘commercial air transport’ replaced by ‘CAT’ (except when mentioned for the first time).