EASA AMC 20-25 PDF

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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We recommend aircraft and equipments design organisations and aircraft operators remain vigilant to the impending changes to the requirements, in the light of the loss of MH and other related accidents.

A uniform process and criteria for determination of a new type and a variant for cabin crew operation. Part is also amended to establish consistency in the case of newly manufactured foreign aircraft.

AMC , Annex II to ED Decision //R

200-25 The revise deadline for submitting comments is now 10 th Feb These new provisions and associated AMC material should ensure that the safety levels of Open Rotor engine installations are consistent with those of the existing turbofan fleet.

Even though these special conditions and interpretations provide a better coverage for executive interiors, there are still ac areas where the absence of adequate guidance is a source of qmc and undue resource consumption.

Industry and operators have suggested that the regulatory framework for general aviation e. Water impact events are accounted for implicitly within the new ditching methodology.

We highly recommend those organisations and personnel involved in Initial Airworthiness and the Competent Authorities to review these requirements. These systems may also be connected to the ground worldwide internet through satellite communication. Additional amendments are aimed at making the implementation of existing standards for noise and engine emissions more robust by introducing the respective updates from the ICAO Annex 16 standards into EU legislation.

Evidence suggests that applying inappropriate rudder inputs may exceed that structural limits easx the aircraft, the worst-case scenario being similar to that of American Airlines A in November Those threats are caused by unauthorised electronic interaction that can be triggered by human action either intentionally or unintentionally.

Introduce into the text of GM EASA states that the objective of this NPA is to address a safety issue related to the ability of Category A rotorcraft to continue safe flight for an extended duration after suffering a loss of oil from a gearbox that is reliant on a pressurised lubrication system to provide lubrication and cooling of rotating components. If an operator’s sole source of navigational chart information is contained on an EFB, the operator must demonstrate the EFB will continue to operate throughout a decompression event, and thereafter, regardless of altitude.

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The specific objective of this NPAhowever, is to propose changes to CS and CS to mitigate helicopter design-related risks to new helicopter types.

The earliest EFB precursors came from individual pilots in the early s who used their personal laptops and common software such as spreadsheets and word processing applications to perform such functions as weight and balance calculations and filling out operational forms. The applicability of the certification specification is aligned with the operational need for a management system.

These will be developed under separate and distinct rulemaking activities. There are also militarized variants, with secure data storage, night vision goggle compatible lighting, environmental hardening, and military specific applications and data.

This will better reflect existing certification practice and will replace reliance on ageing JAA interim policies.

Specifically, CS is amended to implement the outcome of two rulemaking tasks:. Furthermore, the GM proposed in the NPA provides guidance on the application of the new privileges for certain major changes, major repairs, and supplemental type certificates STCs. This will provide better assurance for applicants on the conditions required for acceptance of a comparative analysis and facilitate the certification process.

The Regulation includes transitional arrangements allowing member States to exempt manufacturers under specified condition until the end of Several comments were accepted or partially accepted, thus leading to substantial amendments of the proposed text which, in certain elements, has been significantly improved.

We would therefore recommend that the following organisations review this NPA, assess its impact on their activities and comment accordingly to EASA:. EASA states that the proposed changes are expected to: We recommend that if you are involved in initial airworthiness, then log-on to the EASA comment response tool to submit your comments. For those involved in the initial and continuing airworthiness of ageing aircraft, we recommend that you familiarise yourselves with the content and changes to these requirements.

The OSD proposed by the designer will be approved by the EASA along with the airworthiness certification and, once approved, the OSD must be used by operators and training organisations when establishing their customised training courses and MEL.

Helicopter manufacturers stated that the technical challenge posed by needing to design a device with high integrity to prevent any inadvertent deployment in the vicinity of the main rotor was excessive. A number of technical challenges were identified, and these include the potential for: EASA has identified the need to address ageing aircraft issues, which includes in its scope current ageing aircraft and future aircraft designs.

We strongly recommend operators and designers of large aircraft to review this NPA and submit your comments through the EASA Comment response Tool prior to the deadline of 15 th January We recommend that aircraft manufacturers and operators familiarise themselves and subsequently get involved in this rulemaking activity. Moreover, some recent avionics modifications may also render legacy aeroplanes sensitive to this risk.

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We encourage operators, which use or intend to use EFBs, and designers and manufacturers of EFBs, to study the content of the CRD and its attachments carefully to ensure the equipment they use, design or make meets the criteria in AMC and that future designs meet the revised ETSO criteria. EASA has also published: It is proposed to amend CS In turn, the Agency believes it should enable manufactures to develop modern and safe products and operators to retrofit modern equipment at cost affordable to the pilots.

Overall, they expect the changes will provide a moderate safety benefit, have no social or environmental impacts, and are expected to provide some economic benefits by streamlining the certification process.

There are numerous changes and repairs either introduced or amended. In the case of operations, the Rulemaking Group has interfaced with other Rulemaking tasks to ensure a consistent set of rules.

It also contains the draft resulting CS text. Release to service by pilot owner – Some commentators asked to increase the number of tasks which can be performed by pilot owners sometimes referring to the provisions already included in Appendix VIII of Part-M.

The radical changes in respect to TGL 36 are: EASA believes that applying online will bring extensive benefits to the application process.

The approach is based on a safety risk assessment smc must be performed by the operator and accepted by the State of the Operator.

Electronic flight bag

All in all, unique comments were received from 19 stakeholders. We recommend that all owners, Design Organisations, CAMOs, and maintenance organisations involved with applicable categories of aircraft familiarise ewsa with the CS and the new Part, Part-M and Part soft rule material. EASA expects OSD to contribute to closing the gap eaea airworthiness and operations, so operators, and design, continuing airworthiness management, maintenance, and maintenance training organisations are encouraged to review the wide-ranging proposed changes to assess their impact.

The proposed changes will also improve harmonisation with the FAA on this subject. It is proposed to create a new AMC For CS and CS Cat A rotorcraft, enhanced capsize mitigation must be provided to relieve the time pressure on occupants to escape. These specifications are not always adequate for cabin interiors installed in so-called business aeroplanes, i.