AMC General Acceptable Means of Compliance for Airworthiness of Products, AMC / Amendment AMC ‘Integrated modular avionics (IMA)’. Airworthiness Directives (ADs) · Acceptable Means of Compliance (AMC) and Alternative Means of Compliance (AltMoC) · Alternative Method of Compliance. 1, AMC 20, AMC , AMC , AMC , AMC , AMC , AMC AMC , AMC , AMC , AMC , AMC , AMC
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The regular amendments will be on the basis of lessons learnt and proposals submitted by affected stakeholders, as well as industry technological innovations, which are intended to bring safety benefits in a cost-efficient manner. This expansive document over pages provides a wealth of background information that we consider useful to a range of organisations.
The deadline for submission of comments is 27 th September The ultimate goal is to increase safety. It is likely that where specific issues arise that require detailed work, the PTG will establish ad-hoc working groups to investigate and report on the recommended actions, and that these groups could be chaired either by UK CAA or Industry. Portable can be considered to consolidate the previous Class 1 and 2 distinctions, while Installed is equivalent to Class 3.
Recommendations for safety improvements in other areas have been made by the RMG for subsequent action to be taken under this rulemaking task, other rulemaking tasks or through alternative means. This will have the benefit of providing clarity to amv of what is expected from them during the certification of rotorcraft products. Ultimately, the changes are expected to streamline processes eqsa benefit both the regulators and industry.
Based on sasa comments received from 45 commentators and the individual responses to each of them, the Agency concludes that no stakeholder objected that Option 2 i. Industry and operators have suggested that the regulatory framework for general aviation e. Therefore, the retrofit is considered disproportionate and not cost-effective in relation to the possible safety benefit.
Electronic flight bag – Wikipedia
Click here to review the NPA. This results in additional effort for industry and EASA during the certification phase to identify and manage the safety risks, and to finally ensure that rotorcraft designs reach a minimum and acceptable safety level.
The decision amends both CS and CS This proposed amendment proposes to: The proposal will ensure that Design Approval Holders DAHsor applicants for Type Certificates TCsSupplemental Type Certificates STCsdesign changes and repair approvals, will produce the necessary data, procedures, instructions and manuals related to ageing structure failures due to corrosion and fatigue and make them available to those who need to comply with amd operators.
The comments that were received can be summarised into the following areas:. This target probability of capsize is then verified in sea conditions chosen by a,c applicant, by following a defined tank test specification using irregular waves.
This will better reflect existing certification practice and will replace reliance on ageing JAA interim policies.
Those in-production aircraft which by do not meet the standard will no longer be able to be produced unless their designs are sufficiently modified. The proposed changes will affect aircraft design organisations as well as operators of large aeroplanes.
EFB Policy and Guidance
The new rules will ensure that certain 20-5, necessary for safe operation, is available to, and used by the operators. EASA states that the proposed changes are expected to: This system includes approval of data that are considered necessary for the safe operation of an aircraft, called the Operational Suitability Data OSD.
There is an effort to simplify the certification of aircraft and modifications. These specifications are not always adequate for cabin interiors installed in so-called business aeroplanes, i. The intent is to reflect the current certification practices and to facilitate future certification projects.
Easz this can be understood as meaning all environmental hazards, detailed certification specifications related to volcanic cloud hazards have not been previously addressed in the Certification Specifications.
Landing in abnormal configurations Fuel tank vent fire amd Indication that engine anti-icing systems are functioning Oxygen fire hazards in gaseous oxygen systems Flight instrument external probe de-icing test Flight crew seats Non-magnetic 20-225 compass Security requirements Engine ETOPS capability Engine cowl retention Editorial corrections EASA expects that the proposed amendments will contribute to updating CS Book 1 and Book 2 to reflect the state of the art of large aeroplane certification and improve the harmonisation of CS with the FAA regulations.
The comments that were received during the consultation period were, in general, supportive of the proposed amendments. Additional changes are proposed to maximise the likelihood of occupant egress and subsequent survivability. Since these parts are often not designed exclusively for aviation use, parts manufacturers are not necessarily interested in achieving manufacturing recognition in accordance with Part 21 manufacturing standards e.
Structural aspects A significant number of comments were received on the ability to interpret the structural ditching provisions and the terminology that was proposed.
Aviation Regulations Updates
Therefore, EASA proposes to develop an Opinion, to mac Part Additional Ac Requirementsand a Decision, to amend CS Additional Airworthiness Specifications ajc Operationslaying out the framework for the replacement of halon in lavatories and in handheld fire extinguishers on newly produced aircraft i. We recommend that all owners, Design Organisations, CAMOs, and maintenance organisations involved with applicable categories of aircraft familiarise themselves with the CS and the new Part, Part-M and Part soft rule material.
In other certification areas, where the risk to product safety or environmental protection is assessed lower, EASA, when justified by their adequate performance, rely on approved design organisations.
The closing date for comments ezsa 22 nd September This NPA proposes certification standards for such systems, and their mandatory installation on new designs and all newly produced large aeroplanes to be operated in commercial air transport.
EASA has published further support to facilitate stakeholders access to eRules for Initial Airworthiness by publishing the Easy Access Rules in the following eight categories:. It is recommended that those involved with the design of large aeroplanes CS and acm engage with this rulemaking process.
EASA expects that the proposed changes will provide a fair safety benefit against an acceptable cost impact for large aeroplane manufacturers. For CS and CS Cat A rotorcraft, enhanced capsize mitigation must be provided to relieve the time pressure on occupants to escape.