text: For the date of entry into force of this Issue, kindly refer to ED Decision 2023/017/R at the Official Publication of EASA.

text: Annex I to ED Decision 2023/017/R Page 1 of 5

text: AMC & GM to Part-AUR.COM — Issue 1

text: Annex I to ED Decision 2023/017/R Page 3 of 5

text: AMC & GM to Part-AUR.COM — Issue 1

text: Annex I to ED Decision 2023/017/R Page 4 of 5

text: AMC & GM to Part-AUR.COM — Issue 1

text: Annex I to ED Decision 2023/017/R Page 5 of 5

identifier: AMC & GM to Part-AUR.COM — Issue 1

beslut: ED Decision 2023/017/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

title: AMC & GM to Part-AUR.COM — Issue 1

serie: amc-gm

text: Acceptable Means of Compliance and Guidance Material for Airspace Usage Requirements AMC & GM to Part-AUR.COM

type: rubrik

text: Issue 1 26 October 2023

type: stycke

text: AMC1 AUR.COM.2005 Requirements on aircraft equipment

text: DATA LINK EQUIPMENT

text: With regard to the requirements for data link equipment, aircraft operators that are subject to

text: Commission Regulation (EU) No 965/2012

text: should ensure that their aircraft comply with the EASA Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS), SUBPART B — COMMUNICATIONS (COM) — SECTION 2 — DATA LINK SERVICES (DLS) Initial Issue (or later). Third-country operators should ensure that their aircraft comply with national requirements set by their competent authority equivalent to CS-ACNS, Subpart B, Section 2.

text: AMC2 AUR.COM.2005 Requirements on aircraft equipment

text: All aircraft subject to this Regulation accessing the airspace defined by AUR.COM.2001 should provide information on the equipage and the operational status of data link capability to ATS units. As required by point SERA.4001 of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: , information relative to an intended flight should be provided to ATS units in the form of a flight plan (FPL). The information required is specified in points SERA.4005 and SERA.4010 of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: . For data link capability, the letter code ‘J1’ should be used to reflect CPDLC ATN VDL Mode 2 operational capability in item 10 ‘Equipment and capabilities’, and ‘CODE/’ followed by the ICAO 24bit aircraft address (expressed in the form of an alphanumerical code of 6 hexadecimal characters) should be used in item 18. Aircraft to which the exemption criteria in point 2 of AUR.COM.2005 apply or are equipped with data link capability that is temporarily inoperative, should insert the designators ‘Z’ in FPL item 10 and ‘DAT/CPDLCX’ in FPL item 18. Operators which voluntarily equip their aircraft in compliance with Commission Implementing

text: Regulation (EU) 2023/1770

text: and intend to use the CPDLC capability should not indicate in their FPL the status as exempted.

text: GM1 AUR.COM.2005 Requirements on aircraft equipment

text: STATUS AND CAPABILITIES — EXAMPLES

text: Examples of different cases of data link equipage exemption status and capabilities and of what could be filed in FPL items 10 and 18: (a) Aircraft is not exempt: — For CPDLC ATN VDL Mode 2 equipped aircraft and crew trained to use CPDLC, ‘J1’ has to be filed in FPL item 10 and ‘CODE/1CA0DE’ in FPL item 18; — For CPDLC ATN VDL Mode 2 equipped aircraft and crew not trained to use CPDLC, nothing should be filed for CPDLC ATN VDL Mode 2 capability in the FPL items;

text: — For aircraft not capable of CPDLC ATN VDL Mode 2 over the ATN, nothing should be filed for CPDLC ATN VDL Mode 2 in the FPL items. (b) Aircraft is exempt: — For aircraft not equipped with CPDLC ATN VDL Mode 2, ‘Z’ could be filed in FPL item 10 and ‘DAT/CPDLCX’ in FPL item 18; — For aircraft equipped with CPDLC ATN VDL Mode 2 over the ATN and crew intending to use CPDLC ATN VDL Mode 2 in this particular flight, ‘J1’ could be filed in FPL item 10 and ‘CODE/1CA0DE’ in FPL item 18.

text: GM2 AUR.COM.2005 Requirements on aircraft equipment

text: CONTINUED OPERATIONS

text: Operators may continue to operate their aircraft within the airspace defined by AUR.COM.2001 without data link capability, irrespective of the date of issue of the first certificate of airworthiness (CofA) or maximum certified take-off mass as stipulated in AUR.COM.2005(2). With respect to point (b) of AUR.COM.2005 (2), the Aircraft Communications Addressing and Reporting System (ACARS) equipment may be considered as compliant, when it demonstrates compliance with: — EUROCAE ED-100 — Interoperability Requirements for ATS Applications using ARINC 622 Data Communications (FANS 1/A Interop Standard); or — EUROCAE ED-100A — Interoperability Requirements for ATS Applications using ARINC 622 Data Communications (FANS 1/A Interop Standard). With respect to point (d) of AUR.COM.2005(2), testing, delivery and maintenance could be considered as follows: — testing: flights subject to a permit to fly; — delivery: positioning flights that should be operated as non-revenue flights; — maintenance: flights for routine, non-routine checks or modification action operated as nonrevenue flights.

text: AMC1 AUR.COM.3005 Requirements on aircraft equipment

text: With regard to the requirements for voice communications, aircraft operators that are subject to

text: Commission Regulation (EU) No 965/2012

text: should ensure that their aircraft comply with the EASA Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS), SUBPART B — COMMUNICATIONS (COM) — SECTION 1 — VOICE CHANNEL SPACING (VCS) Initial Issue (or later). Aeroplanes not being complex motor-powered aircraft with a maximum cruising speed in ISA conditions below 250 kt IAS, rotorcraft that are not complex motor-powered aircraft, and ELA2 aircraft installations that comply with CS-STAN, CS-SC001b (or later versions), are considered to be an acceptable alternative to compliance with CS-ACNS.

text: Third-country operators should ensure that their aircraft comply with national requirements set by their competent authority equivalent to CS-ACNS, Subpart B, Section 1 Initial Issue (or later) or CS- STAN, CS-SC001b (or later versions).

type: vagledning

utgivare: easa


text: For the date of entry into force of this Issue, kindly refer to ED Decision 2023/017/R at the Official Publication of EASA.

text: Annex II to ED Decision 2023/017/R Page 1 of 4

text: AMC & GM to Part-AUR.SUR — Issue 1

text: Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) 13, Revision 1 ‘Certification of Mode S Transponder Systems for Elementary Surveillance’, 1 June 2003.

text: Annex II to ED Decision 2023/017/R Page 3 of 4

text: AMC & GM to Part-AUR.SUR — Issue 1

text: Annex II to ED Decision 2023/017/R Page 4 of 4

identifier: AMC & GM to Part-AUR.SUR — Issue 1

title: AMC & GM to Part-AUR.SUR — Issue 1

text: Acceptable Means of Compliance and Guidance Material for Airspace Usage Requirements AMC & GM to Part-AUR.SUR

text: Issue 1 26 October 2023

text: AMC1 AUR.SUR.2005 Requirements on aircraft equipment

text: With regard to the requirements for secondary surveillance radar transponders, aircraft operators that are subject to

text: Commission Regulation (EU) No 965/2012

text: should ensure that their aircraft comply with the EASA Certification Specifications for Airborne Communications, Navigation and Surveillance (CS-ACNS), SUBPART D — SURVEILLANCE (SUR) Initial Issue (or later), and particularly: — SECTION 2 — MODE S ELEMENTARY SURVEILLANCE; — SECTION 3 — MODE S ENHANCED SURVEILLANCE; and — SECTION 4 — 1090 MHZ EXTENDED SQUITTER ADS-B, as applicable. Aircraft that only require the ELS capability and were certified according to JAA TGL 13, Revision 1 , or aeroplanes not being complex motor-powered aircraft with a maximum cruising speed in ISA conditions below 250 kt IAS, rotorcraft that are not complex motor-powered aircraft, and ELA2 installations that comply with CS-STAN, CS-SC002b (or later versions), are considered to be an acceptable alternative to compliance with CS-ACNS Initial Issue (or later). Third-country operators should ensure that their aircraft comply with national requirements set by their competent authority equivalent to CS-ACNS, Subpart D, Sections 2, 3, and 4 Initial Issue (or later), as applicable or CS-STAN, CS-SC002b (or later versions).

text: GM1 AUR.SUR.2005 Requirements on aircraft equipment

text: CONTINUITY OF SECONDARY SURVEILLANCE RADAR TRANSPONDERS

text: The continuity requirement for secondary surveillance radar transponders (‘they have the continuity sufficient to avoid presenting an operational risk’) states that such equipment should function without unscheduled interruption so as not to pose a hazard to other airspace users. The required continuity to ensure continued operation of that equipment in the airspace is established by CS-ACNS. Continuity figures that are less stringent than those specified in CS-ACNS for Mode S ELS and/or ADS-B may be –4 acceptable. Typically, continuity figures not exceeding 2 × 10 per flight hour may be acceptable.

text: GM2 AUR.SUR.2005 Requirements on aircraft equipment

text: SERVICEABLE SECONDARY SURVEILLANCE RADAR TRANSPONDERS

text: A secondary surveillance radar transponder is considered to be serviceable when it transmits all the data and parameters required by CS-ACNS, Subpart D — Surveillance (SUR), and particularly: — Section 2 ‘Mode S elementary surveillance (ELS)’;

text: — Section 3 ‘Mode S Enhanced Surveillance (EHS)’; and — Section 4 ‘1090 MHz Extended Squitter ADS-B (ADSB), as applicable. The transponders may be operated in accordance with Section 13 ‘SSR Transponder’ of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: and the related AMC and GM.

text: GM3 AUR.SUR.2005 Requirements on aircraft equipment

text: CONTINUED OPERATIONS

text: Operators may continue to operate their aircraft within the airspace defined by AUR.SUR.2001 without the Mode S EHS and/or the ADS-B capability, irrespective of the date of issue of the first certificate of airworthiness (CofA). With respect to points (a) and (b) of AUR.SUR.2005(2), maintenance and export could be considered as follows: — maintenance: flights for routine, non-routine checks or modification action, operated as nonrevenue flights; — export: positioning flights operated as non-revenue flights. Operators may also continue to operate their aircraft within the airspace defined by AUR.SUR.2001 without the Mode S EHS and/or the ADS-B capability if the aircraft will cease to be operated by 31 October 2025. This condition is applicable to aircraft whose operators have determined prior to 7 December 2020 that they will cease their operation within the SES airspace prior to 31 October 2025. The operators should have evidence, such as a fleet planning document, of their intention to cease operation of their aircraft prior to 31 October 2025 and make it available upon request to their competent authority. This condition is not intended to provide a means to extend the compliance date for the Mode S EHS and/or the ADS-B capability.

text: AMC1 AUR.SUR.2010 Inoperative transponder

text: All aircraft subject to this Regulation accessing the airspace defined by AUR.SUR.2001 should provide information on the equipage and the operational status of Mode S and/or ADS-B capability to ATS units. As required by point SERA.4001 of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: , information relative to an intended flight should be provided to ATS units in the form of a flight plan. The information required is specified in points SERA.4005 and SERA.4010 of the Annex to Commission Implementing

text: Regulation (EU) No 923/2012

text: . Aircraft that are equipped with Mode S EHS and/or ADS-B that are temporarily inoperative, should insert the designators ‘SUR/EUADSBX’ or ‘SUR/EUEHSX’, or a combination of them, in FPL item 18. Note: GM2 AUR.SUR.2005 ‘Requirements on aircraft equipage’ explains the conditions under which a transponder is considered to be serviceable.