text: Annex to ED Decision 2014/029/R

text: Decision 2014/015/R of the Executive Director of the Agency of 24 April 2014 adopting Acceptable Means of Compliance and Guidance Material to Part-CAT of

text: Commission Regulation (EU) No 965/2012

text: and repealing Decision 2012/018/R of the Executive Director of the Agency of 24 October 2012.

text: Annex to ED Decision 2014/029/R

text: Non-intentional No. Technical condition T-PEDs transmitters

text: The aircraft is certified as T-PED tolerant, i.e. it has All phases of flight All phases of flight been demonstrated during the aircraft certification process that front door and back door coupling have no impact on the safe operation of the aircraft 2 A complete electromagnetic interference (EMI) All phases of flight All phases of flight assessment for all technologies, using the method described in (d)(1), has been performed and has demonstrated the T-PED tolerance 3 The aircraft is certified for the use of T-PEDs using All phases of flight All phases of flight, particular technologies (e.g. WLAN or mobile restricted to those phone) particular technologies

text: The EMI assessment, using the method described All phases of flight All phases of flight, in (d)(1), has demonstrated that: restricted to those particular technologies (a) the front door coupling has no impact on safety; and (b) the back door coupling has no impact on safety when using particular technologies (e.g. WLAN or mobile phone)

text: The EMI assessment, using the method described All phases of flight Not permitted in (d)(1)(i), has demonstrated that the front door coupling has no impact on safety caused by nonintentional transmitters

text: The EMI assessment, using the method described All phases of flight - All phases of flight in (d)(1)(ii), has demonstrated that the back door except low visibility except low visibility coupling has no impact on safety when using approach operation approach operation, particular technologies (e.g. WLAN or mobile restricted to those

text: Annex to ED Decision 2014/029/R

text: phone) particular technologies 7 An EMI assessment has not been performed All phases of flight - Not permitted except low visibility approach operation 8 Notwithstanding Scenarios Nos. 3 to 7 (a) before taxi-out; (b) during taxi-in after the end of landing roll; and (c) the commander may permit the use during prolonged departure delays, provided that sufficient time is available to check the passenger compartment before the flight proceeds

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Annex to ED Decision 2014/029/R

text: Directive

text: of the European Parliament and of the Council of 15 December 2004 on the approximation of the laws of the Member States relating to electromagnetic compatibility and repealing Directive

text: (OJ L 390, 31.12.2004, p. 24).

text: Annex to ED Decision 2014/029/R

identifier: AMC & GM to Part-CAT — Issue 2 - Amendment 1

beslut: ED Decision 2014/029/R

text: Annex to Decision 2014/029/R

text: ‘AMC and GM to Part-CAT – Issue 2, Amendment 1’

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 following the reflected amendment.

text: AMC1 CAT.GEN.MPA.140 is replaced by the following:

text: AMC1 CAT.GEN.MPA.140 Portable electronic devices

text: TECHNICAL PREREQUISITES FOR THE USE OF PEDS (a) Scope This AMC describes the technical prerequisites under which any kind of portable electronic device (PED) may be used on board the aircraft without adversely affecting the performance of the aircraft’s systems and equipment. (b) Prerequisites concerning the aircraft configuration (1) Before an operator may permit the use of any kind of PED on-board, it should ensure that PEDs have no impact on the safe operation of the aircraft. The operator should demonstrate that PEDs do not interfere with on-board electronic systems and equipment, especially with the aircraft’s navigation and communication systems. (2) The assessment of PED tolerance may be tailored to the different aircraft zones for which the use of PEDs is considered, i.e. may address separately: (i) the passenger compartment; (ii) the flight crew compartment; and (iii) areas not accessible during the flight. (c) Scenarios for permitting the use of PEDs (1) Possible scenarios, under which the operator may permit the use of PEDs, should be as documented in Table 1. The scenarios in Table 1 are listed in a descending order with the least permitting scenario at the bottom.

text: (2) Restrictions arising from the corresponding aircraft certification, as documented in the aircraft flight manual (AFM) or equivalent document(s), should stay in force. They may be linked to different aircraft zones, or to particular transmitting technologies covered.

text: (3) For Scenarios Nos. 3 to 8 in Table 1 the use of C-PEDs and cargo tracking devices may be further expanded, when the EMI assessment has demonstrated that there is no impact on safety as follows:

text: (i) for C-PEDs by using the method described in (d)(2); and

text: (ii) for cargo tracking devices by using the method described in (d)(3).

text: Table 1 – Scenarios for permitting the use of PEDs by the operator

text: (d) Demonstration of electromagnetic compatibility (1) EMI assessment at aircraft level The means to demonstrate that the radio frequency (RF) emissions (intentional or nonintentional) are tolerated by aircraft systems should be as follows: (i) to address front door coupling susceptibility for any kind of PEDs: (A) RTCA, ‘Guidance on allowing transmitting portable, electronic devices (T-PEDs) on aircraft’, DO-294C (or later revisions), Appendix 5C; or (B) RTCA, ‘Aircraft design and certification for portable electronic device (PED) tolerance’, DO-307 (including Change 1 or later revisions), Section 4; and (ii) to address back door coupling susceptibility for T-PEDs: (A) EUROCAE, ‘Guidance for the use of portable electronic devices (PEDs) on board aircraft’, ED-130 (or later revisions), Annex 6; (B) RTCA DO-294C (or later revisions), Appendix 6D; or (C) RTCA DO-307 (including Change 1 or later revisions), Section 3. (2) Alternative EMI assessment of C-PEDs (i) For front door coupling: (A) C-PEDs should comply with the levels as defined by: (a) EUROCAE/RTCA, ‘Environmental conditions and test procedures for airborne equipment’, ED-14D/DO-160D (or later revisions), Section 21, Category M, for operation in the passenger compartment and the flight crew compartment; and

text: (b) EUROCAE ED-14E/RTCA DO-160E (or later revisions), Section 21, Category H, for operation in areas not accessible during the flight. (B) If the C-PEDs are electronic flight bags used in the flight crew compartment, an alternative compliance method described in EASA, ‘General acceptable means of compliance for airworthiness of products, part and appliances’, AMC-20, AMC 20- 25 (‘Airworthiness and operational considerations for electronic flight bags’), may be used. (ii) For back door coupling the EMI assessment described in (1)(ii) should be performed. (3) Alternative EMI assessment of cargo tracking devices In case a transmitting function is automatically deactivated in a cargo tracking device (being a T-PED), the unit should be qualified for safe operation on board the aircraft. One of the following methods should be considered acceptable as evidence for safe operation: (i) A type-specific safety assessment, including failure mode and effects analysis, has been performed at aircraft level. The main purpose of the assessment should be to determine the worst hazards and to demonstrate an adequate design assurance level of the relevant hardware and software components of the cargo tracking device. (ii) The high intensity radiated field (HIRF) certification of the aircraft has been performed, i.e. the aircraft type has been certified after 1987 and meets the appropriate special condition. In such a case, the operator should observe the following: (A) The tracking device: (a) features an automated and prolonged radio suspension in flight using multiple modes of redundancy; and (b) has been verified in the aircraft environment to ensure deactivation of the transmitting function in flight. (B) The transmissions of the tracking device are limited per design to short periods of time (less than 1 second per 1 000 seconds) and cannot be continuous. (C) The tracking device emissions should comply with the levels as defined by EUROCAE ED-14E/RTCA DO-160E (or later revisions), Section 21, Category H. (D) In order to provide assurance on the tracking device design and production, the following documents are retained as part of the evaluation package: (a) operational description, technical specifications, product label and images of the tracking device and any peripheral attachments; (b) failure mode and effects analysis report of the tracking device and any peripheral attachments; (c) declaration of stringent design and production controls in place during the tracking device manufacturing; (d) declaration of conformity and technical documentation showing compliance to the European Norms (EN), regulating the transmitter characteristic of the tracking device or its transmission module; and

text: (e) an EMI assessment report documenting the emission levels. (iii) The tracking device interference levels during transmission are below those considered acceptable for the specific aircraft environment. (e) Operational conditions of C-PEDs and cargo tracking devices The operator should ensure that C-PEDs and cargo tracking devices are maintained in good and safe condition, having in mind that: (1) damage may modify their emissions characteristics; and (2) damage to the battery may create a fire hazard. (f) Batteries in C-PEDs and cargo tracking devices Lithium-type batteries in C-PEDs and cargo tracking devices should meet: (1) United Nations (UN) Transportation Regulations, ‘Recommendations on the transport of dangerous goods - manual of tests and criteria’, UN ST/SG/AC.10/11; and (2) one of the following standards: (i) Underwriters Laboratory, ‘Lithium batteries’, UL 1642; (ii) Underwriters Laboratory, ‘Household and commercial batteries’, UL 2054; (iii) Underwriters Laboratory, ‘Information technology equipment – safety’, UL 60950-1; (iv) International Electrotechnical Commission (IEC), ‘Secondary cells and batteries containing alkaline or other non-acid electrolytes - safety requirements for portable sealed secondary cells, and for batteries made from them, for use in portable applications’, IEC 62133; (v) RTCA, ‘Minimum operational performance standards for rechargeable lithium battery systems’, DO-311. RTCA DO-311 may be used to address concerns regarding overcharging, over-discharging, and the flammability of cell components. The standard is intended to test permanently installed equipment; however, these tests are applicable and sufficient to test electronic flight bags rechargeable lithium-type batteries; or (vi) European Technical Standard Order (ETSO), ‘Non-rechargeable lithium cells and batteries’, ETSO C142a.

text: A new AMC2 CAT.GEN.MPA.140 is inserted as follows:

text: AMC2 CAT.GEN.MPA.140 Portable electronic devices

text: PROCEDURES FOR THE USE OF PEDS (a) Scope This AMC describes the procedures under which any kind of portable electronic device (PED) may be used on board the aircraft without adversely affecting the performance of the aircraft’s systems and

text: equipment. This AMC addresses the operation of PEDs in the different aircraft zones — passenger compartment, flight compartment, and areas inaccessible during the flight. (b) Prerequisites Before permitting the use of any kind of PEDs the operator should ensure compliance with (c) of AMC1 CAT.GEN.MPA.140. (c) Hazard identification and risk assessment The operator should identify the safety hazards and manage the associated risks following the management system implemented in accordance with ORO.GEN.200. The risk assessment should include hazards associated with: (1) PEDs in different aircraft zones; (2) PED use during various phases of flight; (3) PED use during turbulence; (4) improperly stowed PEDs; (5) impeded or slowed evacuations; (6) passenger non-compliance, e.g. not deactivating transmitting functions, not switching off PEDs or not stowing PEDs properly; (7) disruptive passengers; and (8) battery fire. (d) Use of PEDs in the passenger compartment (1) Procedures and training If an operator permits passengers to use PEDs on board its aircraft, procedures should be in place to control their use. These procedures should include provisions for passenger briefing, passenger handling and for the stowage of PEDs. The operator should ensure that all crew members and ground personnel are trained to enforce possible restrictions concerning the use of PEDs, in line with these procedures. (2) Provisions for use (i) The use of PEDs in the passenger compartment may be granted under the responsibility of the operator, i.e. the operator decides which PED may be used during which phases of the flight. (ii) Notwithstanding (b), medical equipment necessary to support physiological functions may be used at all times and does not need to be switched-off. (3) Stowage, passenger information and passenger briefing of PEDs (i) In accordance with CAT.OP.MPA.160 the operator should establish procedures concerning the stowage of PEDs. The operator should: (A) identify the phases of flight in which PEDs are to be stowed; and

text: (B) determine suitable stowage locations, taking into account the PEDs’ size and weight. (ii) The operator should provide general information on the use of PEDs to the passengers before the flight. This information should specify at least: (A) which PEDs can be used during which phases of the flight; (B) when and where PEDs are to be stowed; and (C) that the instructions of the crew are to be followed at all times. (iii) In accordance with CAT.OP.MPA.170, the use of PEDs should be part of the passenger briefings. The operator should remind passengers to pay attention and to avoid distraction during such briefings. (4) In-seat electrical power supplies Where in-seat electrical power supplies are available for passenger use, the following should apply: (i) information giving safety instructions should be provided to the passengers; (ii) PEDs should be disconnected from any in-seat electrical power supply during taxiing, take-off, approach, landing, and during abnormal or emergency conditions; and (iii) flight crew, cabin crew and technical crew should be aware of the proper means to switch-off in-seat power supplies used for PEDs. (5) Operator’s safety measures during boarding and any phase of flight (i) Appropriate coordination between flight crew, cabin crew and technical crew should be established to deal with interference or other safety problems associated with PEDs. (ii) Suspect equipment should be switched off. (iii) Particular attention should be given to passenger misuse of equipment. (iv) Thermal runaways of batteries, in particular lithium batteries, and potential resulting fire, should be handled properly. (v) The commander may, for any reason and during any phase of flight, require deactivation and stowage of PEDs. (vi) When the operator restricts the use of PEDs, consideration should be given to handle special requests to operate a T-PED during any phase of the flight for specific reasons (e.g. for security measures). (6) Reporting Occurrences of suspected or confirmed interference should be reported to the competent authority. Where possible, to assist follow-up and technical investigation, reports should describe the suspected device, identify the brand name and model number, its location in the aircraft at the time of the occurrence, interference symptoms, the device user’s contact details and the results of actions taken by the crew. (e) Use of PEDs in the flight crew compartment

text: In the flight crew compartment the operator may permit the use of PEDs, e.g. to assist the flight crew in their duties, when procedures are in place to ensure the following: (1) The conditions for the use of PEDs in-flight are specified in the operations manual. (2) The PEDs do not pose a loose item risk or other hazard. (3) These provisions should not preclude use of a T-PED (specifically a mobile phone) by the flight crew to deal with an emergency. However, reliance should not be predicated on a T-PED for this purpose. (f) PEDs not accessible during the flight PEDs should be switched off, when not accessible for deactivation during flight. This should apply especially to PEDs contained in baggage or transported as part of the cargo. The operator may permit deviation for PEDs for which safe operation has been demonstrated in accordance with AMC1 CAT.GEN.MPA.140. Other precautions, such as transporting in shielded metal boxes, may also be used to mitigate associated risks.

text: GM1 CAT.GEN.MPA.140 is amended as follows:

text: GM1 CAT.GEN.MPA.140 Portable electronic devices

text: DEFINITIONS (a) Definition and categories of PEDs PEDs are any kind of electronic device, typically but not limited to consumer electronics, brought on board the aircraft by crew members, passengers, or as part of the cargo and that are not included in the approved aircraft configuration. All equipment that is able to consume electrical energy falls under this definition. The electrical energy can be provided from internal sources as batteries (chargeable or non-rechargeable) or the devices may also be connected to specific aircraft power sources. PEDs fall into threeinclude the following two categories: (1) Non-intentional transmitters can non-intentionally radiate RF transmissions, sometimes referred to as spurious emissions. This category includes, but is not limited to, computing equipmentcalculators, cameras, radio receivers, audio and video reproducersplayers, electronic games and toys; when these devices are not equipped with a transmitting function. In addition, portable, non-transmitting devices provided to assist crew members in their duties are included in this category. The category is identified as PED. (2) Intentional transmitters can radiate RF transmissions on specific frequencies as part of their intended function. In addition, they may radiate non-intentional transmissions like any PED. The term ‘transmitting PED’ (T-PED) is used to identify the transmitting capability of the PED. Intentional transmitters are transmitting devices such as RF-based remote control equipment, which may include some toys, two-way radios (sometimes referred to as ‘private mobile radio’), mobile phones of any type, satellite phones, computers with mobile phone data connection, wireless fidelity (WIFI)wireless local area network (WLAN) or Bluetooth capability.

text: After deactivation of the transmitting capability, e.g. by activating the so-called ‘flight mode’ or ‘flight safety mode’, the T-PED remains a PED having non-intentional emissions. (3b) Controlled PEDs (C-PEDs) A controlled PED (C-PED) is a PED subject to administrative control by the operator using it. This will include, inter alia, tracking the allocation of the devices to specific aircraft or persons and ensuring that no unauthorised changes are made to the hardware, software or databases. A controlled PED will also be subject to procedures to ensure that it is maintained to the latest amendment state. C- PEDs can be assigned to the category of non-intentional transmitters (PEDs) or intentional transmitters (T-PEDs). (c) Cargo tracking device A cargo tracking device is a PED attached to or included in airfreight (e.g. in or on containers, pallets, parcels or baggage). Cargo tracking devices can be assigned to the category of non-intentional transmitters or T-PEDs. If the device is a T-PED, it complies with the European Norms (EN) for transmissions. (bd) Definition of the switched-off status Many PEDs are not completely disconnected from the internal power source when switched off. The switching function may leave some remaining functionality, e.g. data storage, timer, clock, etc. These devices can be considered switched off when in the deactivated status. The same applies to devices having no transmitting capability and are operated by coin cells without further deactivation capability, e.g. wrist watches. (e) Electromagnetic interference (EMI) The two classes of EMI to be addressed can be described as follows: (1) Front door coupling is the possible disturbance to an aircraft system as received by the antenna of the system and mainly in the frequency band used by the system. Any PED internal oscillation has the potential to radiate low level signals in the aviation frequency bands. Through this disturbance especially the instrument landing system (ILS) and the VHF omni range (VOR) navigation system may indicate erroneous information. (2) Back door coupling is the possible disturbance of aircraft systems by electromagnetic fields generated by transmitters at a level which could exceed on short distance (i.e. within the aircraft) the electromagnetic field level used for the aircraft system certification. This disturbance may then lead to system malfunction.

text: GM2 CAT.GEN.MPA.140 is replaced by the following:

text: GM2 CAT.GEN.MPA.140 Portable electronic devices

text: CREW REST COMPARTMENT, NAVIGATION, TEST ENTITIES AND FIRE CAUSED BY PEDS (a) When the aircraft is equipped with a crew rest compartment, it is considered being part of the passenger compartment.

text: (b) Front door coupling may influence the VOR navigation system. Therefore, the flight crew monitors other navigation sensors to detect potential disturbances by PEDs, especially during low visibility departure operation based on VOR guidance. (c) Specific equipment, knowledge and experience are required, when the industry standards for evaluating technical prerequisites for the use of PEDs are applied. In order to ensure conformity with the industry standards, the operator is encouraged to cooperate with an appropriately qualified and experienced entity, as necessary. For this entity an aviation background is not required, but is considered to be beneficial. (d) Guidance to follow in case of fire caused by PEDs is provided by the International Civil Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving dangerous goods’, ICAO Doc 9481-AN/928.

text: A new GM3 CAT.GEN.MPA.140 is inserted as follows:

text: GM3 CAT.GEN.MPA.140 Portable electronic devices

text: CARGO TRACKING DEVICES EVALUATION (a) Safety assessment Further guidance on performing a safety assessment can be found in: (1) EASA, ‘Certification specifications and acceptable means of compliance for large aeroplanes’, CS-25, Book 2, AMC-Subpart F, AMC 25.1309; (2) EUROCAE/SAE, ‘Guidelines for development of civil aircraft and systems’, ED-79/ARP 4754 (or later revisions); and (3) SAE, ‘Guidelines and methods for conducting the safety assessment process on civil airborne systems and equipment’, ARP 4761 (or later revisions). (b) HIRF certification The type certificate data sheet (TCDS), available on the EASA website for each aircraft model having EASA certification, lists whether the HIRF certification has been performed through a special condition. The operator may contact the type certification holder to gain the necessary information. (c) Failure mode and effects analysis Further guidance on performing a failure mode and effects analysis can be found in: (1) SAE ARP 4761 (or later revisions); and (2) U.S. Department of Defense, ‘Procedures for performing a failure mode, effects and criticality analysis’, Military Standard MIL-STD-1629A (or later revisions).

text: GM1 CAT.GEN.NMPA.120 is amended as follows:

text: GM1 CAT.GEN.NMPA.120 Portable electronic devices

text: GENERAL (a) A portable electronic device (PED) is any kind of electronic device not being part of the certified aircraft configuration, but brought on-board the aircraft either by crew members or passengers, or being inside the personal luggage or cargo. (b) The associated risk relates to interference of the PED with electronic operated aircraft systems, mainly instruments or communication equipment. The interference can result in malfunctioning or misleading information of on-board systems and communication disturbance which may subsequently increase flight crew workload. (c) Interference may be caused by transmitters being part of the PED functionality or by unintentional transmissions of the PED. Due to the short distance and the lack of shielding from a metal aircraft structure, the risk of interference is to be considered higher in small aircraft compared to aircraft made of big metal structures. It has been found that compliance to the electromagnetic compatibility (EMC) Directive

text: and related European standards as indicated by the CE marking are not sufficient to exclude the existence of interference. A well-known interference is the demodulation of the transmitted signal from GSM mobile phones leading to audio disturbances in other systems. Similar to this case, interferences can hardly be predicted during the PED design and protecting aircraft electronic against all kind of potential interferences is similar impossible. Therefore, not operating PEDs on-board aircraft is the safe option, especially as effects may not be identified immediately but under the most inconvenient circumstances. (d) Guidance to follow in case of fire caused by PEDs is provided by the International Civil Aviation Organisation, ‘Emergency response guidance for aircraft incidents involving dangerous goods’, ICAO Doc 9481-AN/928.

text: AMC1 CAT.OP.MPA.170 is amended as follows:

text: AMC1 CAT.OP.MPA.170 Passenger briefing

text: PASSENGER BRIEFING Passenger briefings should contain the following: (a) Before take-off (1) Passengers should be briefed on the following items if applicable: (i) smoking regulations; (ii) back of the seat to be in the upright position and tray table stowed; (iii) location of emergency exits;

text: (iv) location and use of floor proximity escape path markings; (v) stowage of hand baggage; (vi) restrictions on the use and stowage of portable electronic devices; and (vii) the location and the contents of the safety briefing card; and (2) passengers should receive a demonstration of the following: (i) the use of safety belts or restraint systems, including how to fasten and unfasten the safety belts or restraint systems; (ii) the location and use of oxygen equipment, if required. Passengers should also be briefed to extinguish all smoking materials when oxygen is being used; and (iii) the location and use of life-jackets, if required. (b) After take-off (1) passengers should be reminded of the following, if applicable: (i) smoking regulations; and (ii) use of safety belts or restraint systems including the safety benefits of having safety belts fastened when seated irrespective of seat belt sign illumination. (c) Before landing (1) passengers should be reminded of the following, if applicable: (i) smoking regulations; (ii) use of safety belts or restraint systems; (iii) back of the seat to be in the upright position and tray table stowed; (iv) re-stowage of hand baggage; and (v) restrictions on the use and stowage of portable electronic devices.


identifier: AMC & GM to Part-CAT — Issue 2, Amendment 10

amnesord: Part-CAT - Commercial Air Transport Operations

beslut: ED Decision 2017/003/R

publisher: Europeiska unionens byrå för luftfartssäkerhet

sprak: en

serie: amc-gm

text: Annex I to Decision 2017/003/R

type: stycke

text: ‘AMC and GM to Part-CAT — Issue 2, Amendment 10’

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: — deleted text is marked with strike through; — new or amended text is highlighted in grey; and — an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. AMC1 CAT.IDE.A.355 is amended as follows: AMC1 CAT.IDE.A.355 Electronic navigation data managementManagement of aeronautical databases ELECTRONIC NAVIGATION DATA PRODUCTSAERONAUTICAL DATABASES (a) When the operator of a complex motor-powered aeroplane uses a navigation database that supports an airborne navigation application as a primary means of navigation, the navigation database supplier should hold a Type 2 letter of acceptance (LoA), or equivalent, or be a Type 2 DAT provider certified in accordance with

text: Regulation (EU) 2017/373

text: or equivalent. (b) If this airborne navigation application is needed for an operation requiring a specific approval in accordance with Annex V (Part-SPA), the operator’s procedures should be based upon the Type 2 LoA acceptance process. 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

text: Regulation (EU) 2017/373

text: or equivalent.

text: 2. GM1 CAT.IDE.A.355 is amended as follows: GM1 CAT.IDE.A.355 Electronic navigation data managementManagement of aeronautical databases LETTERS OF ACCEPTANCE AND STANDARDS FOR ELECTRONIC NAVIGATION DATA PRODUCTS AERONAUTICAL DATABASE APPLICATIONS (a) A Type 2 LoA is issued by the Agency in accordance with the Agency’s Opinion No 01/2005 on The Acceptance of Navigation Database Suppliers. The definitions of navigation database, navigation database supplier, data application integrator, Type 1 LoA and Type 2 LoA can be found in Opinion No 01/2005. (b) Equivalent to a Type 2 LoA is the FAA Type 2 LoA, issued in accordance with the Federal Aviation Administration (FAA) Advisory Circular AC 20-153 or AC 20-153A, and the Transport Canada Civil Aviation (TCCA) ‘Acknowledgement Letter of an Aeronautical Data Process’, which uses the same basis. Annex I to Decision 2017/003/R (c) EUROCAE ED-76/Radio Technical Commission for Aeronautics (RTCA) DO-200A Standards for Processing Aeronautical Data contains guidance relating to the processes that the supplier may follow. (d) A ‘Type 2 DAT provider’ is an organisation as defined in point 5 (b) of

text: Article 2

text: to

text: Regulation (EU) 2017/373

text: . (e) 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. (a) Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with

text: Regulation (EU) 2017/373

text: may be found in GM1 DAT.OR.100. (b) The certification of a Type 2 DAT provider in accordance with

text: Regulation (EU) 2017/373

text: ensures data integrity and compatibility with the certified aircraft application/equipment.

text: 3. The new GM2 CAT.IDE.A.355 is introduced: GM2 CAT.IDE.A.355 Management of aeronautical databases 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.

text: 4. The new GM3 CAT.IDE.A.355 is introduced: GM3 CAT.IDE.A.355 Management of aeronautical databases STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS (a) A ‘Type 2 DAT provider’ is an organisation as defined in

text: Article 2(5)

text: (b) of

text: Regulation (EU) 2017/373

text: . (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.

text: 5. The new AMC1 CAT.IDE.H.355 is introduced: AMC1 CAT.IDE.H.355 Management of aeronautical databases 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

text: Regulation (EU) 2017/373

text: or equivalent. Annex I to Decision 2017/003/R

text: 6. The new GM1 CAT.IDE.H.355 is introduced: GM1 CAT.IDE.H.355 Management of aeronautical databases AERONAUTICAL DATABASE APPLICATIONS (a) Applications using aeronautical databases for which Type 2 DAT providers should be certified in accordance with

text: Regulation (EU) 2017/373

text: Regulation (EU) 2017/373

text: 7. The new GM2 CAT.IDE.H.355 is introduced: GM2 CAT.IDE.H.355 Management of aeronautical databases 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.

text: 8. New GM3 CAT.IDE.H.355 is inserted as follows: GM3 CAT.IDE.H.355 Management of aeronautical databases STANDARDS FOR AERONAUTICAL DATABASES AND DAT PROVIDERS (a) A ‘Type 2 DAT provider’ is an organisation as defined in

text: Article 2(5)

text: (b) of

text: Regulation (EU) 2017/373

type: vagledning

utgivare: easa


identifier: AMC & GM to Part-CAT — Issue 2, Amendment 11

beslut: ED Decision 2017/004/R

text: Annex III to ED Decision 2017/004/R

text: Annex III to ED Decision 2017/004/R

text: ‘AMC/GM to Part-CAT — Issue 2, Amendment 11’

text: The Annex to ED Decision 2014/015/R is amended as follows: The text of the amendment is arranged to show deleted, new or amended text as shown below: (a) deleted text is struck through; (b) new or amended text is highlighted in grey; and (c) an ellipsis ‘[…]’ indicates that the remaining text is unchanged.

text: Annex III to ED Decision 2017/004/R

text: 1. AMC1 CAT.OP.MPA.110 is amended as follows: AMC1 CAT.OP.MPA.110 Aerodrome operating minima TAKE-OFF OPERATIONS — AEROPLANES [...] (c) Required RVR/VIS — aeroplanes [...] (3) For single-engined turbine aeroplane operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1.A below. Unless the operator is making use of a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR/CMV values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss. (34) When RVR or meteorological visibility is not available, the commander should not commence take-off unless he/she can determine that the actual conditions satisfy the applicable take-off minima. [...]

text: 2. AMC1 CAT.POL.A.320 is amended as follows: AMC1 CAT.POL.A.320 En-route — single-engined aeroplanes ENGINE FAILURE CAT.POL.A.320 (a) requires the operator not approved by the competent authority in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , and not making use of a risk period, to ensure that in the event of an engine failure, the aeroplane should be capable of reaching a point from which a safe forced landing can be made. Unless otherwise specified by the competent authority, this point should be 1 000 ft above the intended landing area.

text: 3. GM1 CAT.POL.A.320 is amended as follows: GM1 CAT.POL.A.320 En-route — single-engined aeroplanes ENGINE FAILURE Considerations for the operator not approved by the competent authority in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , and not making use of a risk period: […] Annex III to ED Decision 2017/004/R

text: 4. New GM2 CAT.POL.A.320 is added as follows: GM2 CAT.POL.A.320 En-route — single-engined aeroplanes RISK PERIOD In the context of commercial air transport operations with single-engined turbine aeroplanes in instrument meteorological conditions or at night (CAT SET-IMC), a risk period is a period of flight during which no landing site has been selected by the operator.

text: 5. New AMC1 CAT.IDE.A.235(c) is added as follows: AMC1 CAT.IDE.A.235(c) Supplemental oxygen — pressurised aeroplanes AEROPLANES WITHOUT AUTOMATIC DEPLOYABLE OXYGEN-DISPENSING UNITS (a) For operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: with aeroplanes first issued with an individual certificate of airworthiness (CofA) after 8 November 1998, operated at pressure altitudes at or below 25 000 ft, and not fitted with automatic deployable oxygen-dispensing units, the flight crew should manage the descent in case of a loss of power in order to ensure that the cabin pressure altitude is not higher that 13 000 ft for more than 4 min. (b) The operator should specify in the operations manual (OM) the aircraft capability in terms of cabin pressure leak rate in case of engine power loss, as well as the relevant procedures.

text: 6. New GM1 CAT.IDE.A.235(c) is added as follows: GM1 CAT.IDE.A.235(c) Supplemental oxygen — pressurised aeroplanes AEROPLANES WITHOUT AUTOMATIC DEPLOYABLE OXYGEN-DISPENSING UNITS For operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 965/2012

text: , should a loss of engine power occur, it is required that sufficient supplemental oxygen for all occupants is available to allow descent from the maximum certified cruising altitude, performed at the bestrange gliding speed and in the best gliding configuration, assuming the maximum cabin pressure leak rate, during the entire flying time when the cabin pressure altitude exceeds 13 000 ft. In the case of pressurised aeroplanes first issued with an individual certificate of airworthiness (CofA) after 8 November 1998, with a maximum certified cruising altitude above 25 000 ft, and not fitted with automatically deployable oxygen-dispensing units, the amount of supplemental oxygen should be based on a cruising altitude of 25 000 ft as CAT.IDE.A.235(c) limits the operations of such aeroplanes to the aforementioned altitude. For such single-engined turbine aeroplanes, with the energy source of the pressurisation system being lost (this is at least the case of pressurisation systems relying on bleed air inflow), the cabin pressure altitude increases at a rate dependent upon the pressurisation system design and the cabin pressure leak rate. Therefore, following an engine failure during such operations, the cabin pressure altitude will remain below 13 000 ft for a certain duration, which should allow the flight crew to descend at the best gliding speed during this period. Annex III to ED Decision 2017/004/R The intent of the CAT.IDE.A.235(c) requirement is to ensure that this does not result in any unsafe conditions for the passengers, as the cabin pressure altitude might increase above 13 000 ft, as well as not jeopardise the safety of operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to

text: Regulation (EU) No 956/2012

text: by maximising the chances of reaching an appropriate landing site.


text: ICAO Doc 8168-OPS/611 - PANS-OPS (Procedures for Air Navigation Services-Aircraft Operations), Volume I - Flight Procedures (Fifth edition, Amendment 4). 2 ICAO Doc 4444-ATM/501 - PANS-ATM (Procedures for Air Navigation Services-Air Traffic Management) (Fifteenth edition, Amendment 3).

identifier: AMC & GM to Part-CAT — Issue 2, Amendment 12

beslut: ED Decision 2017/008/R

text: Annex to Decision 2017/008/R

text: Annex to Decision 2017/008/R

type: rubrik

text: ‘AMC and GM to Part-CAT — Issue 2, Amendment 12’

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

text: 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 following the reflected amendment.

text: AMC1 CAT.OP.MPA.165 Passenger seating

text: PROCEDURES EMERGENCY EXIT SEATING The operator should make provisions so that: (a) a passenger occupies a seat at least on each side in a seat row with direct access to an emergency exit (not staffed by a cabin crew member) during taxiing, take-off and landing unless this would be impracticable due to a low number of passengers or might negatively impact the mass and balance limitations. (b a) those passengers who are allocated seats that permit direct access to emergency exits appear to be reasonably fit, strong, and able and willing to assist the rapid evacuation of the aircraft in an emergency after an appropriate briefing by the crew; (c b) in all cases, passengers who, because of their condition, might hinder other passengers during an evacuation or who might impede the crew in carrying out their duties, should not be allocated seats that permit direct access to emergency exits. If procedures cannot be reasonably implemented at the time of passenger ‘check-in’, the operator should establish an alternative procedure which ensures that the correct seat allocations will, in due course, be made.

text: GM2 CAT.OP.MPA.165 Passenger seating

text: EMERGENCY EXIT SEATING When allocating a seat in a seat row with direct access to an emergency exit, the operator should consider at least the following: (a) providing the passenger with the applicable emergency exit seating restrictions prior to boarding, or upon assigning a passenger to a seat, e.g. at the stage of booking, or check-in, or at the airport; (b) utilising, as far as practicable, cabin crew members that are additional to the minimum required cabin crew complement, or positioning crew members, if available on board.

text: AMC1 CAT.OP.MPA.170 Passenger briefing

text: PASSENGER BRIEFING

text: Annex to Decision 2017/008/R

text: Passenger briefings should contain the following: (a) Before take-off (1) Passengers should be briefed on the following items, if applicable: (i) smoking regulations; (i ii) back of the seat to be in the upright position and tray table stowed any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable; (iii) location of emergency exits; (ii iv) location and use of emergency lighting (floor proximity escape path markings, exit signs); (iii v) correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation; (iv vi) the use and stowage of portable electronic devices; and (v vii) the location and presentation the contents of the safety briefing card, the importance of its contents and the need for passengers to review it prior to take-off; and (vi) compliance with ordinance signs, pictograms or placards, and crew members instructions; and (2) Ppassengers should receive a demonstration of the following: (i) the use of safety belts or restraint systems, including how to fasten and unfasten the safety belts or restraint systems; (ii) the location of emergency exits; (iii ii) the location and use of oxygen equipment, if required. Passengers should also be briefed to extinguish all smoking materials when oxygen is being used; and (iv iii) the location and use of life-jackets, if required. (3) Passengers occupying seats with direct access to emergency exits not staffed by cabin crew members should receive an additional briefing on the operation and use of the exit. (b) After take-off (1) Ppassengers should be reminded of the following, if applicable: (i) smoking regulations; and (i ii) use of safety belts or restraint systems including the safety benefits of having safety belts fastened when seated, irrespective of seat belt sign illumination.; and (ii) caution when opening overhead compartments. (c) Before landing (1) Ppassengers should be reminded of the following, if applicable: (i) smoking regulations; (i ii) use of safety belts or restraint systems; (ii iii) back of the seat to be in the upright position and tray table stowed any cabin secured aspects, e.g. required position of seatbacks, tray tables, footrests, window blinds, etc. as applicable;

text: Annex to Decision 2017/008/R

text: (iii iv) re-correct stowage of hand baggage and the importance of leaving hand baggage behind in case of evacuation; and (iv v) the use and stowage of portable electronic devices.; and (v) the location of the safety briefing card, the importance of its contents and its review. (d) After landing (1) Ppassengers should be reminded of the following: (i) smoking regulations; and (i ii) use of safety belts and/or restraint systems.; (ii iii) the use and stowage of portable electronic devices; and (iii iv) caution when opening overhead compartments. (e) Emergency during flight: (1) Ppassengers should be instructed as appropriate to the circumstances. (f) Smoking regulations (1) The operator should determine the frequency of briefings or reminding passengers about the smoking regulations.

text: GM1 CAT.OP.MPA.170(a) Passenger briefing

text: BRIEFING OF PASSENGERS OCCUPYING SEATS WITH DIRECT ACCESS TO EMERGENCY EXITS NOT STAFFED BY CABIN CREW MEMBERS (a) The emergency exit briefing should contain instructions on the operation of the exit, assessment of surrounding conditions for the safe use of the exit, and recognition of emergency commands given by the crew. (b) Cabin crew should verify that the passenger(s) is (are) able and willing to assist the crew in case of an emergency and that the passenger(s) has (have) understood the instructions.

text: GM2 CAT.OP.MPA.170 Passenger briefing

text: SAFETY BRIEFING MATERIAL (a) Safety briefing material may include but is not limited to an audio-visual presentation, such as a safety video or a safety briefing card. Information in the safety briefing material should be relevant to the aircraft type and the installed equipment and should be consistent with the operator’s procedures. Information in the safety briefing material should be presented in a clear and unambiguous manner and in a form easily understandable to passengers. (b) For those passengers occupying seats with direct access to emergency exits, the operator should consider providing a separate briefing card, which contains a summary of the exit briefing information. (c) The safety briefing card should be designed, and the information should be provided, in a size easily visible to the passenger. The safety briefing card should be stowed in a location from where it is easily visible and reachable to the seated passenger and from where it cannot easily fall out. Information should be presented in a pictographic form and should be consistent with the placards used in the aircraft. Written information should be kept to the necessary minimum. The safety briefing card should only contain information relevant to safety.

text: Annex to Decision 2017/008/R

text: (d) The operator conducting an operation with no cabin crew should consider including expanded information, such as location and use of fire extinguisher, oxygen system if different from the drop-down system, etc. (e) The safety video should be structured in a pace that allows a continuous ability to follow the information presented. The operator may consider including sign language or subtitles to simultaneously complement the soundtrack. (f) The operator should consider including the following information in its safety briefing material: (1) hand baggage: (i) correct versus forbidden stowage locations (e.g. exits, aisles, etc.); (2) safety belts and other restraint systems: (i) when and how to use safety belts and other restraint systems; (ii) restraint of infants and children; (iii) additional installed systems, e.g. airbag; (3) drop-down oxygen system: (i) location; (ii) activation; (iii) indication of active oxygen supply; (iv) correct and timely donning of oxygen mask; (v) assisting others; (4) flotation devices: (i) stowage locations (including if different in various cabin sections); (ii) use for adult, child and infant; (iii) features, e.g. straps, toggles, tubes, signalling light, whistle; (iv) when and where to inflate a life jacket; (v) flotation devices for infants; (5) emergency exits: (i) number and location; (ii) method of operation, including alternative operation in case of ditching; (iii) surrounding conditions prior to opening (e.g. fire, smoke, water level, etc.); (iv) unusable exit; (v) alternative egress routes in case of unusable exit(s); (vi) leaving hand baggage behind; (vii) method of egress through exit including with infants and children; (viii) awareness of exit height;

text: Annex to Decision 2017/008/R

text: (ix) awareness of propellers; (6) escape routes: depiction of routes: (i) to the exits (inside the aircraft); (ii) movement on a double-deck aircraft; (iii) via the wing to the ground; (iv) on the ground away from the aircraft; (7) assisting evacuation means: (i) location of available equipment (e.g. life raft, installed slide/raft, etc.); (ii) awareness of the evacuation equipment’s features; (iii) operation of the available equipment (activation, detachment, etc.); (iv) method of boarding the device including with infants and children; (v) use of shoes; (vi) method of evacuation through exits with no assisting evacuation means; (8) brace position: (i) appropriate method to the applicable facing direction; (ii) alternative brace positions for e.g. expectant mothers, passengers with lap-held infants, tall or large individuals, children, etc.; (9) portable electronic devices, including spare batteries: (i) allowed versus forbidden devices; (ii) use in various flight phases including during safety briefing; (iii) stowage; (iv) danger of fire in case the device is damaged; (v) the need to call for immediate assistance in case a device is damaged, hot, produces smoke, is lost, or falls into the seat structure (including advice to refrain from manipulating the seat); (vi) the need to monitor devices during charging; (10) cabin secured aspects: (i) required position of seatbacks, headrests, tray tables, footrests, window blinds, in-seat video screens and their control gadgets, etc.; (ii) caution when opening overhead compartments; (11) smoking regulations (e.g. phase of flight, electronic smoking devices, pipes, etc.) including smoking in the lavatory; (12) floor proximity escape path marking: (i) location; (ii) purpose in case of darkness or smoke;

text: Annex to Decision 2017/008/R

text: (13) actions in case of an emergency (e.g. remove sharp objects, fasten seat belt, open window blind, etc.); (14) any other safety aspects. (…)

text: GM3 CAT.OP.MPA.250 Ice and other contaminants — ground procedures

text: DE-ICING/ANTI-ICING BACKGROUND INFORMATION Further guidance material on this issue is given in the ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations (Doc 9640) (hereinafter referred to as the ICAO Manual of Aircraft Ground De-icing/Anti-icing Operations). (…) (c) Hold-over protection (…) (4) References to usable HoT tables may be found in the AEA ‘Recommendations for de-icing/anti-icing of aircraft on the ground’. (…)

text: GM1 CAT.OP.MPA.295 Use of airborne collision avoidance system (ACAS)

text: GENERAL (a) The ACAS operational procedures and training programmes established by the operator should take into account advice contained in: (1) ICAO PANS-OPS, Volume 1 Flight Procedures, Attachment A (ACAS Training Guidelines for Pilots) and Attachment B (ACAS High Vertical Rate Encounters) to Part III, Section 3, Chapter 3; and (2) ICAO PANS-ATM Chapters 12 and 15 phraseology requirements. (13) ICAO Annex 10, Volume IV; (24) ICAO PANS-OPS, Volume 1; (35) ICAO PANS-ATM; and (46) ICAO guidance material ‘ACAS Performance-Based Training Objectives’ (published under Attachment E to State Letter AN 7/1.3.7.2-97/77). (…)

text: AMC2 CAT.IDE.A.225 Emergency medical kit

text: CARRIAGE UNDER SECUREITY CONDITIONS The emergency medical kit should be kept in under secure conditions, either in the flight crew compartment or in another locked compartment secure location in the cabin that prevents unauthorised access to it.

text: Annex to Decision 2017/008/R

text: GM1 CAT.IDE.A.225 Emergency medical kit

text: SECURE LOCATION

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

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

text: SUMMARY TABLE

text: Table 1: Flight and navigational instruments and associated equipment

text: FLIGHTS UNDER IFR SERIAL FLIGHTS UNDER VFR OR AT NIGHT

text: TWO PILOTS SINGLE- TWO PILOTS INSTRUMENT SINGLE-PILOT REQUIRED PILOT REQUIRED (a) (b) (c) (d) (e) 1 Magnetic direction 1 1 1 1 2 Time 1 1 1 1 2 2 3 Pressure altitude 1 2 Note (5) Note (5) 4 Indicated airspeed 1 2 1 2 5 Vertical speed 1 2 1 2 2 Turn and slip or turn 1 1 2 6 Note (1) & coordinator Note (1) Note (4) Note (4) Note (2) 1 2 7 Attitude Note (1) Note (1) 1 2 & Note (2) 1 2 8 Stabilised direction Note (1) Note (1) 1 2 & Note (2) Outside air 9 1 1 1 1 temperature Mach number 10 See Note (3) indicator Airspeed icing 1 2 11 1 2 protection Note (6) Note (6) Airspeed icing 1 2 12 protection failure Note (7) Note (7) indicating 13 Static pressure source 2 2 Standby attitude 1 1 14 indicator Note (8) Note (8) 1 1 15 Chart holder Note (6) Note (6)

text: Note (1) For local flights (A to A, 50 NM radius, not more than 60 minutes’ duration), the instruments at serials (a)(6) and (a)(8) may be replaced by either a turn and slip indicator, or a turn coordinator, or both an attitude indicator and a slip indicator.

text: Annex to Decision 2017/008/R

text: Note (2) The substitute instruments permitted by Note (1) above should be provided at each pilot's station. Note (3) A Mach number indicator is required for each pilot whenever compressibility limitations are not otherwise indicated by airspeed indicators. Note (4) For IFR or at night, a turn and slip indicator, or a slip indicator and a third (standby) attitude indicator certified according to CS 25.1303 (b)(4) or equivalent, is required. Note (5) Except for unpressurised aeroplanes operating below 10 000 ft, neither three pointers, nor drumpointer altimeters satisfy the requirement. Note (6) Applicable only to aeroplanes with a maximum certified take-off mass (MCTOM) of more than 5 700 kg, or with an MOPSC of more than 9. It also applies to all aeroplanes first issued with an individual certificate of airworthiness (CofA) on or after 1 April 1999. Note (7) The pitot heater failure annunciation applies to any aeroplane issued with an individual CofA on or after 1 April 1998. It also applies before that date when: the aeroplane has an MCTOM of more than 5 700 kg and an MOPSC greater than 9. Note (8) Applicable only to aeroplanes with an MCTOM of more than 5 700 kg, or with an MPSCMOPSC of more than 9. (…)

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

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) The ELT required by this provision should be one of the following: (…) (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). (…)

text: GM1 CAT.IDE.H.130(a)(3) Operations under IFR — flight and navigational instruments and associated equipment

text: ALTIMETERS Altimeters with counter drum-pointer or equivalent presentation are considered to be less susceptible to misinterpretation for helicopters operating above 10 000 ft. (…)

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

text: Annex to Decision 2017/008/R 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). (…)


identifier: AMC & GM to Part-CAT — Issue 2, Amendment 13

beslut: ED Decision 2017/023/R

text: Annex III to ED Decision 2017/023/R ‘AMC and GM to Part-CAT — Issue 2, Amendment 13

text: The Annex to Decision 2014/015/R is amended as follows: The text of the amendment is arranged to show deleted text, new or amended text as shown below: (a) deleted text is marked with strikethrough; (b) new or amended text is highlighted in grey; (c) an ellipsis (…) indicates that the remaining text is unchanged in front of or following the reflected amendment.

text: 1. Two new AMC to CAT.GEN.MPA.205 are inserted as follows:

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

text: EQUIPMENT, PERFORMANCE AND PROCEDURES WHEN AIRCRAFT TRACKING IS REQUIRED (a) Automatic tracking of aeroplane position The aircraft tracking system should rely on equipment capable of automatically detecting and transmitting a position report to the aircraft operator, except if (d)(2) applies. (b) Position reporting period The tracking of an individual flight should provide a position report at time intervals which do not exceed 15 minutes. (c) Content of position reports Each position report should contain at least the latitude, the longitude and the time of position determination and whenever available, an indication of the aeroplane altitude, except that for each flight: (1) One of the position reports may contain only time-stamped data indicating that the aeroplane has left the gate; (2) One of the position reports may contain only time-stamped data indicating that the aeroplane has become airborne; (3) One of the position reports may contain only time-stamped data indicating that the aeroplane has landed; and (4) One of the position reports may contain only time-stamped data indicating that the aeroplane has reached the gate. (d) Source of position data The data contained in a position report may come from: (1) ATC surveillance systems, if the ATC surveillance data source is capable of providing this data with a delay equal to or less than 10 minutes; (2) the flight crew, if the planned flight duration is less than two position reporting periods ;

text: (3) aeroplane systems. In that case: (i) the source of time, latitude and longitude data should be the navigation system of the aeroplane or an approved GNSS receiver; (ii) the source of altitude data should be: (A) the same source as for time, latitude and longitude data, or (B) an approved source of pressure altitude; and (iii) the delivery time of position reports from the aeroplane to the operational control over the flight should, to the extent possible, not exceed 10 minutes; or (4) any data source when the position report is of a type designated by (c)(1), (c)(2), (c)(3) or (c)(4). In that case, the delivery time of position reports from the data source to the operational control over the flight should, to the extent possible, not exceed 10 minutes. (e) Temporary lack of aircraft tracking data Aircraft tracking data may be incomplete due to a temporary or unexpected issue prior to or during the flight. However, the operator should: (1) identify any loss of aircraft tracking data which is not due to a temporary issue, and (2) address any systematic lack of aircraft tracking data affecting a given aeroplane or a given route in a timely manner. (f) Operational control over the flights When abnormal flight behaviour is suspected, this should be checked and acted upon without delay. (g) Recording of aircraft tracking data during normal operation When the tracking of a flight is required, all related aircraft tracking data should be recorded on the ground, including position data from ATC surveillance systems when they are used. The aircraft tracking data of a given flight should be retained until confirmation that the flight is completed and no accident or serious incident occurred. (h) Preserving aircraft tracking data after an accident or a serious incident Following an accident or a serious incident, the operator should retain the aircraft tracking data of the involved flight for at least 30 days. In addition, the operator should be capable of providing a copy of this data without delay and in an electronic format that is human-readable using a common text file editor. (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, when appropriate. These procedures should be integrated with the emergency response plan of the operator.

text: AMC2 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: ROUTES INCLUDED IN AIRSPACE COVERED BY ATS SURVEILLANCE (a) Trajectory points located at a distance of less than 50 NM from the departure airfield and trajectory points located at a distance of less than 50 NM from the destination airfield may be considered as not part of the ‘planned route’. (b) Trajectory points located at a distance of less than 50 NM from any diversion airfield may be considered as not part of the ‘planned diversion routes’. (c) An ATS surveillance service may be considered ‘supported by ATC surveillance systems locating the aircraft at time intervals with adequate duration’ if those ATC surveillance systems are capable of locating aircraft at time intervals not exceeding 15 minutes when operated normally. (d) When applicable, the operator should check that the conditions required for using the exception defined by CAT.GEN.MPA.205(b) are fulfilled before operating into new airspace blocks. (e) When applicable, the operator should check at time intervals not exceeding 180 calendar days that the conditions required for using the exception defined by CAT.GEN.MPA.205(b) are maintained.

text: 2. Seven new GM to CAT.GEN.MPA.205 are inserted as follows:

text: GM1 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: EXPLANATION OF TERMS For the understanding of the terms used in CAT.GEN.MPA.205: (a) ’capability to provide a position additional to the secondary surveillance radar transponder’ means airborne equipment other than the SSR transponder, which is operative and which can be used to automatically transmit time-stamped position data without change to the approved airborne systems; and (b) ‘abnormal flight behaviour’: see GM1 to Annex I (Definitions).

text: GM2 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: DETERMINING WHETHER A FLIGHT NEEDS TO BE TRACKED Table 1 provides a summary of the cases applicable to an aeroplane which is within the scope of CAT.GEN.MPA.205(a).

text: Table 1: Cases applicable to the flight of an aeroplane subject to the aircraft tracking requirement

text: Condition 1: Condition 2: Condition 3: Case considered: The planned route The ATS surveillance The operator has Aeroplane that is within the and the planned service provided in provided all air scope of CAT.GEN.MPA.205(a). diversion routes all airspace blocks navigation service are included in determined by providers competent airspace blocks Condition 1 is for the airspace where ATS supported by ATC blocks determined surveillance surveillance systems by Condition 1 with service is normally locating the aircraft the necessary provided. at time intervals with contact information. adequate duration.

text: Conditions 1, 2 and 3 are met altogether. The flight does not need to be tracked (refer to CAT.GEN.MPA.205(b)).

text: Note: The operator should check at regular time intervals that Conditions 1, 2 and 3 are still met (refer to AMC2 CAT.GEN.MPA.205). Either Condition 1, Condition 2 or Condition 3 is not met. The flight shall be tracked (refer to CAT.GEN.MPA.205(b)).

text: Note: Lack of aircraft tracking data due to a temporary or unexpected issue may be acceptable (refer to AMC1 CAT.GEN.MPA.205). Examples of issues (list is indicative and not exhaustive): airborne equipment found inoperative, transmission link disturbed by environmental factors; issue with the groundbased infrastructure or the space-based infrastructure.

text: GM3 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: METHOD FOR ASSESSING WHETHER A FLIGHT NEEDS TO BE TRACKED The following gives an example of a method to assess whether flights performed along a given route need to be tracked.

text: (a) Determine the planned route and the planned diversion routes and consider only points of these routes located at a distance of greater than or equal to 50 NM from the departure airfield, the

text: destination airfield and the diversion airfields. If there is no such point, then the flight does not need to be tracked, otherwise go to (b). (b) Identify all airspace blocks crossed by the result of (a) and go to (c). (c) If every airspace block meets all of the following conditions, then the flight does not need to be tracked: (1) ATS surveillance service is provided in the airspace block; (2) This ATS surveillance service relies on ATC surveillance systems which are normally capable of detecting aircraft in the airspace block at time intervals not exceeding 15 minutes; and (3) The air navigation service provider competent for the airspace block has information sufficient to contact the on-duty staff at the operator;

text: GM4 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: POSSIBLE SOURCES AND MINIMUM CONTENT OF A POSITION REPORT Table 1 presents a summary of the possible sources and the minimum content of a position report according to AMC1 CAT.GEN.MPA.205.

text: Table 1: Possible sources and minimum content of a position report

text: Planned flight duration Possible sources of a position Minimum content of a position report report Flight duration <  Airborne equipment Latitude, longitude and time (and 2×reporting period (automatic transmission); whenever available altitude), except for the position reports designated by point  Flight crew; or (c)(1), (c)(2), (c)(3) and (c)(4) of AMC1  ATC surveillance systems. CAT.GEN.MPA.205.

text: Flight duration ≥  Airborne equipment 2×reporting period (automatic transmission);  ATC surveillance systems;  Flight crew if the flight is not required to be tracked; or  Any source for position reports designated by point (c)(1), (c)(2), (c)(3) and (c)(4) of AMC1 CAT.GEN.MPA.205.

text: GM5 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: AIRCRAFT TRACKING — CHOICE OF THE POSITION REPORTING PERIOD (a) Unless the aircraft tracking system includes functionalities enhancing the detection of deviations from normal operation (e.g. airborne systems capable of automatically transmitting more information under some conditions, possibility for the operational control to adjust the position reporting period of an ongoing flight, etc.), the choice of the position reporting period has a significant influence on the effectiveness of the aircraft tracking system. (1) Indeed, assuming that an operator has set itself the objective of detecting, within a given time T, deviations from normal operation, and that the operator relies for this purpose only on position reports, then the position reporting period needs to be less than T. (2) Furthermore, when no other information than position reports is available to locate a missing aircraft, then the search zone is a circle with a radius corresponding to the distance likely to have been covered since the last detection. The corresponding search area grows as the square of the time, until the position of the aircraft is detected again or the fuel on board is exhausted. Taking the example of an aeroplane cruising at Mach 0.8 (i.e. covering a distance of about 8 NM per minute), after 15 minutes the search area is 155 000 square kilometres. (3) In the publication of the Australian Transportation Safety Bureau titled ‘The Operational Search for MH370’ (dated October 2017), it is recommended that ‘Aircraft operators, aircraft manufacturers, and aircraft equipment manufacturers investigate ways to provide high-rate and/or automatically triggered global position tracking in existing and future fleets’. (b) It is advised to take the above into account when setting up the aircraft tracking system.

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

text: PROVIDING CONTACT INFORMATION TO COMPETENT AIR NAVIGATION SERVICE PROVIDERS 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: GM7 CAT.GEN.MPA.205 Aircraft tracking system — Aeroplanes

text: GUIDANCE Additional guidance for the establishment of an aircraft tracking system is found in ICAO Circular 347 – Aircraft Tracking Implementation Guidelines, dated 2017.

text: 3. The following new GM to CAT.IDE.A.285 is inserted as follows:

text: GM1 CAT.IDE.A.285(f)(2) Flight over water

text: ROBUST AND AUTOMATIC MEANS TO LOCATE THE POINT OF END OF FLIGHT AFTER AN ACCIDENT CAT.IDE.A.285(f)(2) refers to means such as required by CAT.GEN.MPA.210 ‘Location of an aircraft in distress’. The adjective ‘robust’ in CAT.IDE.A.285 (f)(2) indicates that this means is designed to provide the location of the point of end of flight in non-survivable accident scenarios as well as in survivable accident scenarios.


text: Commission Implementing

text: Regulation (EU) No 923/2012 of 26 September 2012

text: laying down the common rules of the air and operational provisions regarding services and procedures in air navigation and amending Implementing

text: Regulation (EU) No 1035/2011

text: and Regulations

text: (EC) No 1265/2007

text: (EC) No 1794/2006

text: (EC) No 730/2006

text: (EC) No 1033/2006

text: and

text: (EU) No 255/2010

text: (OJ L 281, 13.10.2012, p. 1).

identifier: AMC & GM to Part-CAT — Issue 2, Amendment 14

beslut: ED Decision 2018/003/R

title: AMC & GM to Part-CAT — Issue 2, Amendment 14

text: Annex III to ED Decision 2018/003/R

text: Annex III to Decision 2018/003/R

text: ‘AMC/GM to Part-CAT – Issue 2, Amendment 14’

text: The Annex to Decision 2014/015/R of 24 April 2014 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 following the reflected amendment.

text: GM1 CAT.GEN.NMPA.100(d)(3) is deleted:

text: GM1 CAT.GEN.NMPA.100(d)(3) Responsibilities of the commander

text: PROTECTIVE CLOTHING — BALLOON OPERATIONS Protective clothing includes: (a) long sleeves and trousers preferably made out of natural fibres; (b) stout footwear; and (c) gloves.

text: AMC1 CAT.GEN.NMPA.105(a) is deleted:

text: AMC1 CAT.GEN.NMPA.105(a) Additional balloon crew member

text: INSTRUCTIONS FOR THE ADDITIONAL CREW MEMBER The additional crew member should have taken part in: (a) the following practical training inflations with subsequent flights, as applicable: (1) three on any balloon; (2) two on balloons with baskets of a capacity of at least seven passengers; and (3) one on a balloon with a basket of a capacity of more than 19 passengers; (b) at least two landings under (a) with a ground speed of at least 5 kt; and (c) training in first-aid and in the use of the fire extinguisher at intervals of maximum 24 months.

text: AMC1 CAT.GEN.NMPA.105(b)(1) is deleted:

text: AMC1 CAT.GEN.NMPA.105(b)(1) Additional balloon crew member

text: Annex III to ED Decision 2018/003/R

text: ALCOHOL CONSUMPTION The operator should issue instructions concerning the consumption of alcohol by crew members. The instructions should not be less restrictive than the following: (a) no alcohol should be consumed less than 8 hours prior to the specified reporting time for a flight duty period or the commencement of standby; (b) the blood alcohol level should not exceed the lower of the national requirements or 0.2 per thousand at the start of a flight duty period; (c) no alcohol should be consumed during the flight duty period or whilst on standby.

text: GM1 CAT.GEN.NMPA.105(b)(2) is deleted:

text: GM1 CAT.GEN.NMPA.105(b)(2) Additional balloon crew member

text: ELAPSED TIME BEFORE RETURNING TO FLYING DUTY 24 hours is a suitable minimum length of time to allow after normal blood donation or normal recreational (sport) diving before returning to flying duties. This should be considered by operators when determining a reasonable time period for the guidance of crew members. PART-MED Information on the effects of medication, drugs, other treatments and alcohol can be found in Annex IV (Part-MED) to

text: Commission Regulation (EU) No 1178/2011

text: GM1 CAT.GEN.NMPA.150(a)(1) is amended as follows:

text: GM1 CAT.GEN.NMPA.150(a)(1) Transport of dangerous goods

text: EXCEPTIONS, APPROVALS, EXEMPTIONS (a) The Technical Instructions (T.I.) provide for exceptions to the provisions for the transport of dangerous goods for those goods that are required on board in accordance with airworthiness rules and/or are used for operational purposes, e.g. portable electronic devices. (b) Furthermore, the T.I. allow to deviate from provisions on how to transport dangerous goods through approvals. However, such approvals are likely to be used only for operators holding a specific approval to dangerous goods as in Annex V (Part-SPA), Subpart G. Approvals under Part 1 of the T.I. may, therefore, not be relevant for commercial air transport (CAT) operations with sailplanes. and balloons. (c) The T.I. also provide for exemptions. An exemption would allow the transport of dangerous goods which would normally be forbidden. Exemptions may be granted by the State of the operator, the States of origin, transit, overflight and destination. Exemptions, as stated in the T.I., can be granted under the following conditions: (1) the overall level of safety is at least equivalent to the level of safety provided for in the T.I.; and (2) at least one of the following three criteria is fulfilled: (i) in cases of extreme urgency; or (ii) when other forms of transport are inappropriate; or

text: Annex III to ED Decision 2018/003/R

text: (iii) when full compliance with the T.I. is contrary to the public interest.

text: GM1 CAT.OP.NMPA.100 is deleted:

text: GM1 CAT.OP.NMPA.100 Use of aerodromes and operating sites

text: BALLOONS An adequate operating site is a site that the commander considers to be satisfactory, taking account of the applicable performance requirements and site characteristics.

text: AMC1 CAT.OP.NMPA.115 is deleted:

text: AMC1 CAT.OP.NMPA.115 Carriage of special categories of passengers (SCPs)

text: CARRIAGE OF CHILDREN AND PERSONS WITH REDUCED MOBILITY — BALLOONS The operator may exclude children and/or persons with reduced mobility (PRM)s from transportation in a balloon, when: (a) their presence may impede: (1) the crew in their duties; (2) access to emergency equipment; or (3) the emergency evacuation of the balloon; and/or (b) those persons are: (1) unable to take a proper brace position; or (2) shorter than the inner height of the basket wall.

text: AMC2 CAT.OP.NMPA.120 is deleted:

text: AMC2 CAT.OP.NMPA.120 Passenger briefing

text: BALLOONS (a) Passengers should be given a verbal briefing and demonstration about safety matters in such a way that the information is easily retained and reproduced during the landing and in the case of an emergency situation. (b) The briefing/demonstration should contain the following items: (1) use of landing hand-holds; (2) use of oxygen dispensing equipment, if applicable; (3) other emergency equipment, where provided for individual passenger use; (4) wearing of suitable clothing; (5) smoking regulations and the use of portable electronic devices;

text: Annex III to ED Decision 2018/003/R

text: (6) stowage of baggage; (7) importance to remain inside the basket at all times, particularly after landing; (8) landing positions to be assumed to minimise the effect of the impact upon an emergency landing; and (9) safe transport of the balloon on the ground after landing. (c) Part or all of the verbal briefing may be provided additionally by a safety briefing card on which pictorial instructions indicate the correct landing position. (d) Before take-off, the correct landing position should be demonstrated. (e) Before commencing the landing phase, passengers should be required to practise the correct landing position.

text: AMC1 CAT.OP.NMPA.155 is deleted:

text: AMC1 CAT.OP.NMPA.155 Take-off conditions

text: FACILITIES AT THE TAKE-OFF SITE — BALLOONS At the balloon take-off site, a means of assessing the wind direction and wind speed should be provided by the operator.

text: GM1 CAT.OP.NMPA.180 is deleted:

text: GM1 CAT.OP.NMPA.180 Operational limitations — hot-air balloons

text: AVOIDANCE OF NIGHT LANDING The intent of the rule is to ensure that when the balloon takes off during night, sufficient fuel is on board for landing under VFR by day. The risk of collision with overhead lines is considerable and cannot be overstated. The risk is considerably increased during night flights in conditions of failing light and visibility when there is increasing pressure to land. A number of incidents have occurred in the late evening in just such conditions and may have been avoided had an earlier landing been planned. Night landings should, therefore, be avoided by taking appropriate measures including a larger quantity of fuel and/or additional safety equipment.

text: In Subpart C (‘Aircraft performance and operating limitations’), Section 5 (‘Balloons’) is deleted:

text: Section 5 — Balloons

text: GM1 CAT.POL.B.105 Weighing

text: GENERAL (a) New balloons that have been weighed at the factory may be placed into operation without reweighing if the mass records have been adjusted for alterations or modifications to the balloon. Balloons transferred from one EU operator to another EU operator do not have to be weighed prior to use by the receiving operator unless the mass cannot be accurately established by calculation.

text: Annex III to ED Decision 2018/003/R

text: (b) The initial empty mass for a balloon is the balloon empty mass determined by a weighing performed by the manufacturer of the balloon before the initial entry into service. (c) The mass of a balloon should be revised whenever the cumulative changes to the empty mass due to modifications or repairs exceed ± 10 % of the initial empty mass. This may be done by weighing the balloon or by calculation.

text: AMC1 CAT.POL.B.110(a)(2) System for determining the mass

text: TRAFFIC LOAD Traffic load should be determined by actual weighing or using standard masses for passengers, persons other than flight crew members and baggage.

text: AMC2 CAT.POL.B.110(a)(2) System for determining the mass

text: MASS VALUES FOR PASSENGERS AND BAGGAGE (a) Passenger mass may be calculated on the basis of a statement by, or on behalf of, each passenger, adding to it a predetermined mass to account for hand baggage and clothing. (b) The predetermined mass for hand baggage and clothing should be established by the operator on the basis of experience relevant to his particular operation. In any case, it should not be less than: (1) 4 kg for clothing; and (2) 3 kg for hand baggage. The passengers’ stated mass and the mass of passengers’ clothing and hand baggage should be checked prior to boarding and adjusted, if necessary. (c) When determining the actual mass by weighing, passengers’ personal belongings and hand baggage should be included.

text: AMC1 CAT.POL.B.110(a)(6) System for determining the mass

text: DOCUMENTATION (a) Mass documentation should contain the following: (1) balloon registration and type; (2) date and flight identification; (3) name of the commander; (4) name of the person who prepared the document; (5) empty mass; (6) mass of the fuel or ballast at take-off; (7) load components including passengers, baggage and, if applicable, freight; (8) take-off mass allowed by the AFM according to temperature and altitude; and (10) limiting mass values. (b) The mass documentation should enable the commander to determine that the load is within the mass limits of the balloon. (c) The information above may be available in flight planning documents, or other documents readily available for use, or mass systems.

text: Annex III to ED Decision 2018/003/R

text: (d) Any last minute change should be brought to the attention of the commander and entered in the documents containing the mass information. The operator should specify the maximum last minute change allowed in passenger numbers. New mass documentation should be prepared if this maximum number is exceeded. (e) Where mass documentation is generated by a computerised mass system, the operator should verify the integrity of the output data at intervals not exceeding 6 months. (f) A copy of the final mass documentation should be made available to the commander for its acceptance.

text: GM1 CAT.POL.B.110(a)(6) System for determining the mass

text: LIMITING MASS VALUES The limiting mass values contained in the mass documentation are those stipulated in the AFM.

text: In Subpart D (‘Instruments, data, equipment’), Section 4 (‘Balloons’) is deleted:

text: Section 4 — Balloons

text: GM1 CAT.IDE.B.100(b) Instruments and equipment — general

text: (EU) No 748/2012

text: The functionality of non-installed instruments and equipment required by this Subpart and that do not need an equipment approval, as listed in CAT.IDE.B.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.

text: GM1 CAT.IDE.B.100(c) Instruments and equipment — general

text: NOT REQUIRED INSTRUMENTS AND EQUIPMENT THAT DO NOT NEED TO BE APPROVED IN ACCORDANCE WITH COMMISSION REGULATION (EU) NO 748/2012, BUT ARE CARRIED ON A FLIGHT (a) The provision of this paragraph does not exempt any installed instrument or item of equipment from complying with

text: Commission Regulation (EU) No 748/2012

text: . In this case, the installation should be approved as required in

text: Commission Regulation (EU) No 748/2012

text: 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

text: Commission Regulation (EU) No 748/2012

text: or any applicable airspace requirements should not adversely affect the airworthiness and/or the safe operation of the balloon. Examples may be portable electronic devices carried by crew members or passengers.

text: AMC1 CAT.IDE.B.110 Operating lights

text: ANTI-COLLISION LIGHTS An acceptable means of compliance is the anti-collision light required for free manned balloons certified for VFR at night in accordance with CS 31HB/GB. ILLUMINATION FOR INSTRUMENTS AND EQUIPMENT A means to provide adequate illumination to instruments and equipment essential to the safe operation of the balloon may be an independent portable light.

text: Annex III to ED Decision 2018/003/R

text: AMC1 CAT.IDE.B.115(a) Operations under VFR — flight and navigational instruments

text: MEANS OF DISPLAYING DRIFT DIRECTION The drift direction may be determined by using a map and reference to visual landmarks.

text: AMC1 CAT.IDE.B.115(b)(1) Operations under VFR — flight and navigational instruments

text: MEANS OF MEASURING AND DISPLAYING THE TIME A means of measuring and displaying the time in hours, minutes and seconds may be a wrist watch capable of the same functions.

text: GM1 CAT.IDE.B.115(b)(2) Operations under VFR — flight and navigational instruments

text: MEANS OF MEASURING AND DISPLAYING VERTICAL SPEED The necessity of a vertical speed indicator depends on the balloon design. Some envelope shapes have a high drag and will, therefore, not develop a high ascent/descent speed. Such balloons usually do not require a vertical speed indicator. More slender envelope shapes such as special shape balloons may have a significantly lower drag. Their ascent/descent speed is usually limited to a certain value so that controllability of the balloon is maintained. To be able to stay within this limitation of the AFM, a vertical speed indicator is required for these balloons.

text: GM1 CAT.IDE.B.115(b)(3) Operations under VFR — flight and navigational instruments and associated equipment

text: MEANS OF MEASURING AND DISPLAYING PRESSURE ALTITUDE A means of measuring and displaying pressure altitude is needed when required by ATC or by Commission Implementing

text: Regulation (EU) No 923/2012

text: , or when altitude needs to be checked for flights where oxygen is used, or the limitations in the AFM require to limit altitude and/or rate of climb/descent.

text: AMC1 CAT.IDE.B.120 Restraint systems

text: GENERAL A pilot restraint harness mounted to the basket is considered to meet the objective of CAT.IDE.B.120.

text: AMC1 CAT.IDE.B.125 First-aid kit

text: CONTENT OF FIRST-AID KIT (a) First-aid kits should be equipped with appropriate and sufficient medications and instrumentation. However, these kits should be amended by the operator according to the characteristics of the operation (scope of operation, flight duration, number and demographics of passengers, etc.). (b) The following should be included in the FAKs: (1) bandages (assorted sizes), (2) burns dressings (large and small), (3) wound dressings (large and small), (4) adhesive dressings (assorted sizes),

text: Annex III to ED Decision 2018/003/R

text: (5) antiseptic wound cleaner, (6) safety scissors, and (7) disposable gloves.

text: AMC2 CAT.IDE.B.125 First-aid kit

text: MAINTENANCE OF FIRST-AID KIT 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.

text: AMC1 CAT.IDE.B.135 Hand fire extinguishers

text: CERTIFICATION SPECIFICATION The applicable Certification Specification for hot-air balloons should be CS-31HB or equivalent.

text: AMC1 CAT.IDE.B.140 Flight over water

text: RISK ASSESSMENT (a) When conducting the risk assessment, the commander should base his/her decision, as far as is practicable, on the Implementing Rules and AMCs applicable to the operation of the balloon. (b) The commander 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.

text: AMC1 CAT.IDE.B.140(a) Flight over water

text: MEANS OF ILLUMINATION FOR LIFE-JACKETS Each life-jacket or equivalent individual flotation device should be equipped with a means of electric illumination for the purpose of facilitating the location of persons.

text: AMC1 CAT.IDE.B.140(b) Flight over water

text: BATTERIES (a) All batteries used in ELTs or PLBs should be replaced (or recharged if the battery is rechargeable) when the equipment has been in use for more than 1 cumulative hour or in the following cases: (1) Batteries specifically designed for use in ELTs and having an airworthiness release certificate (EASA Form 1 or equivalent) should be replaced (or recharged if the battery is rechargeable) before the end of their useful life in accordance with the maintenance instructions applicable to the ELT.

text: Annex III to ED Decision 2018/003/R

text: (2) Standard batteries manufactured in accordance with an industry standard and not having an airworthiness release certificate (EASA Form 1 or equivalent), when used in ELTs should be replaced (or recharged if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (3) All batteries used in PLBs should be replaced (or recharged, if the battery is rechargeable) when 50 % of their useful life (or for rechargeable, 50 % of their useful life of charge), as established by the battery manufacturer, has expired. (4) The battery useful life (or useful life of charge) criteria in (1),(2) and (3) do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals. (b) The new expiry date for a replaced (or recharged) battery should be legibly marked on the outside of the equipment.

text: AMC2 CAT.IDE.B.140(b) Flight over water

text: TYPES OF ELT AND GENERAL TECHNICAL SPECIFICATIONS (a) The ELT required by this provision should be one of the following: (1) Automatic fixed (ELT(AF)). An automatically activated ELT that is permanently attached to an aircraft and is designed to aid search and rescue (SAR) teams in locating the crash site. (2) Automatic portable (ELT(AP)). An automatically activated ELT that is rigidly attached to an aircraft before a crash, but is readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraftmounted antenna may be disconnected and an auxiliary antenna (stored in the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a -raft. This type of ELT is intended to aid SAR teams in locating the crash site or survivor(s). (3) Automatic deployable (ELT(AD)). An ELT that is rigidly attached to the aircraft before the crash and which is automatically ejected, deployed and activated by an impact, and, in some cases, also by hydrostatic 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. (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 to be tethered to a life-raft or a survivor. (b) To minimise the possibility of damage in the event of crash impact, the automatic ELT should be rigidly fixed to the aircraft structure, with its antenna and connections arranged so as to maximise the probability of the signal being transmitted after a crash. (c) Any ELT carried should operate in accordance with the relevant provisions of ICAO Annex 10, Volume III communication systems and should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

text: AMC3 CAT.IDE.B.140(b) Flight over water

text: PLB TECHNICAL SPECIFICATIONS (a) A personal locator beacon (PLB) should have a built-in GNSS receiver with a cosmicheskaya sistyema poiska avariynich sudov — search and rescue satellite-aided tracking (COSPAS-SARSAT) type approval number. However, devices with a COSPAS-SARSAT number belonging to series 700 are excluded as

text: Annex III to ED Decision 2018/003/R

text: this series of numbers identifies the special-use beacons not meeting all the technical requirements and all the tests specified by COSPAS-SARSAT. (b) Any PLB carried should be registered with the national agency responsible for initiating search and rescue or other nominated agency.

text: AMC4 CAT.IDE.B.140(b) Flight over water

text: BRIEFING ON PLB USE When a PLB is carried by a passenger, he/she should be briefed on its characteristics and use by the commander before the flight.

text: GM1 CAT.IDE.B.140(b) Flight over water

text: TERMINOLOGY (a) ‘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. (b) A PLB is an emergency beacon other than an ELT that broadcasts distinctive signals on designated frequencies, is standalone, portable and is manually activated by the survivors.

text: GM1 CAT.IDE.B.140(c) Flight over water

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

text: AMC1 CAT.IDE.B.145 Survival equipment

text: GENERAL Balloons operated across land areas in which search and rescue would be especially difficult should be equipped with the following: (a) signalling equipment to make the distress signals; (b) at least one ELT(S) or a PLB; and (c) additional survival equipment for the route to be flown taking account of the number of persons on board.

text: AMC2 CAT.IDE.B.145 Survival equipment

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

text: GM1 CAT.IDE.B.145 Survival equipment

text: Annex III to ED Decision 2018/003/R

text: GM2 CAT.IDE.B.145 Survival equipment

text: 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 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.

text: AMC1 CAT.IDE.B.150(b)(3) Miscellaneous equipment

text: FIRE BLANKET A fire blanket should comply with EN 1869 or equivalent. The size should be at least 1.5 m x 2 m. Smaller sizes are not recommended as they cannot sufficiently cover the source of developing propane fire.

text: AMC1 CAT.IDE.B.150(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: GM1 CAT.IDE.B.155 Radio communication equipment

text: APPLICABLE AIRSPACE REQUIREMENTS For balloons being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

text: AMC1 CAT.IDE.B.160 Transponder

text: GENERAL (a) The SSR transponders of balloons 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.