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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Furthermore, the testing environment in which helicopters are type-certified for ditching bears little resemblance to the sea conditions experienced in operation. We recommend all interested parties make themselves fully aware with these revised specifications.

EASA Proposes New Regulation for Electronic Flight Bags – Avionics

EASA also liaised with the FAA, and this has led to a few additional changes to improve the regulatory text while seeking for harmonisation, without changing its essence. EASA has published NPA relating to the Certification Specifications CS and Guidance Material GM for maintenance certifying staff type rating training with the objective of improving the level of safety related to the minimum syllabus of maintenance certifying staff Eas type rating training TRTenabling design approval holders DAHs that comply with Part 21 to identify the technical elements necessary to be addressed for the purpose of training of maintenance certifying staff involved in the maintenance of their products.

EASA is therefore proposing to establish alternative criteria and interpretations that may be used voluntarily to complement CS and will thoroughly address the specificities of executive interiors, while providing an equivalent safety level to what is required by the current CS and associated CRI process.

This will have implications on CS-E in so much that the specifications will be evaluated to consider the need to improve the ability of aircraft engines to be able to cope with the ingestion of birds that can reasonably 220-25 expected during the service life of the engine.

Aviation Regulations Updates

With the increased use and longer operational lives of ageing aircraft, there has long been a need for a programme to ensure a high level of structural integrity and furthermore to maintain it in the future. Additional and updated definitions Item 7: Further to our article published in January relating to NPA aimed at mitigating the risks linked to the uncertainty of the status of instructions for continued airworthiness ICAEASA has extended the consultation period by a month until May 30 th The mandatory provision of data, necessary for the development of type specific and differences training programmes, relates to aircraft description, flight crew compartment, cabin compartment a,c aircraft systems including associated equipment.


EASA expects that the proposed changes will ensure that large aeroplanes are designed with features protecting the structure against rudder control pedal reversals like the ones demonstrated in several ewsa occurrences. The consultation period is open until 29 th September This is part of the rulemaking task RMT. The AMM application uses a high resolution database to dynamically render maps of the airport. These new provisions and sasa AMC material should ensure that the safety levels of Open Rotor engine installations are consistent with those of the existing turbofan fleet.

EASA also informed that it was ready to start the focussed consultation process on the related Acceptable Means of Compliance through its advisory bodies. EASA has published its Opinion relating to the use of Halon in lavatory waste receptacles and portable handheld extinguishers for large aeroplanes CS and large rotorcraft CS As a result of rulemaking tasks, NPA has been issued relating to the importing of aircraft form other regulatory system and Part Subpart H review.

Such threats have the potential to affect the airworthiness of the aircraft due to unauthorised access, use, disclosure, denial, disruption, modification or destruction of electronic information or electronic aircraft system interfaces. We would therefore recommend that the following organisations review this NPA, assess its ammc on their activities and comment accordingly to EASA:. The proposed guidance should allow these applicants to come easily to a decision with regard to:.

However, for large commercial airlines, the primary problem with EFB systems is not the hardware on the aircraft, but the means to reliably and efficiently distribute content updates to the airplane. 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 intent is to reflect the eaasa certification practices and to facilitate future certification projects.

Provision of aircraft type specific data for development of akc programmes for cabin crew. To create a new rule related to volcanic ash CS The regular amendments will be on the basis of lessons learnt and proposals submitted by affected stakeholders, as wmc as industry technological innovations, which are intended to bring safety benefits in a cost-efficient manner.

The result is a list of identified interventions related to helicopter design, certification, operations, and ditching equipment, all of which could contribute to improving safety.

Electronic flight bag

These sub-classes are used for establishing the certification standards for systems and equipment. The associated NPA is expected mid, with a decision being reached prior to year-end This particular NPA proposes to:.

By the extended closing date of 30 JuneEASA had received comments from 80 National Aviation Authorities, professional organisations, and private companies. The format of the workshop will allow the participants to have more time for discussions and questions and answers.

A detailed risk assessment has been undertaken that reflects both certification and operational experience and builds upon data extracted from accident reports and previous studies.

EASA has identified the need to address ageing aamc issues, which includes in its scope current ageing aircraft 2-25 future aircraft designs. Chief amongst these will be a focus on turbine engines, due to their susceptible to volcanic ash, and the significant implications to engine performance, environmental impacts and economic consequences, if such an approach were to be adopted.

Based on practical experience in the past years, when handling applications for a change to a type design, EASA came to the conclusion that it would be useful to provide specific examples. Stakeholders are asked to choose one of the two options proposed. EASA has also published: Procedures should be developed to control the development and embodiment of Standard Changes and Repairs.