ED
Decision 2021/007/R
INDEX 1
|
EASA
AMC-20 reference |
Title |
Last amended by |
|
The Certification of Aircraft
Propulsion Systems Equipped with Electronic Controls |
AMC-20 Amdt 19 |
|
|
The Certification of Essential
APUs Equipped with Electronic Controls |
AMC-20 Amdt 19 |
|
|
The Certification of Engines
Equipped with Electronic Engine Control Systems |
AMC-20 Amdt 19 |
|
|
AMC 20-4A |
Airworthiness Approval and
Operational Criteria For the Use of Navigation Systems in European Airspace
Designated For Basic RNAV Operations |
Cancelled |
|
AMC 20-5 |
Airworthiness Approval and
Operational Criteria for the use of the Navstar Global Positioning System
(GPS) |
Cancelled |
|
AMC 20-6 rev 2 |
Extended Range Operation with
Two-Engine Aeroplanes ETOPS Certification and Operation |
AMC-20 Amdt 7 |
|
Occurrence Reporting |
AMC-20 Amdt 19 |
|
|
Acceptable Means of Compliance
for the Approval of Departure Clearance via Data Communications over ACARS. |
AMC-20 Amdt 1 |
|
|
Acceptable Means of Compliance
for the Approval of Digital ATIS via Data Link over ACARS. |
AMC-20 Amdt 1 |
|
|
AMC 20-11 |
Acceptable Means of Compliance
for the Approval of use of Initial Services for Air Ground Data Link in
Continental Airspace |
Cancelled |
|
AMC 20-12 |
Recognition of FAA Order
8400.12a for RNP 10 Operations |
Cancelled |
|
AMC 20-13 |
Certification of Mode S
Transponder Systems for Enhanced Surveillance |
Cancelled |
|
AMC 20-15 Airworthiness
Certification Considerations for the Airborne Collision Avoidance System
(ACAS II) with optional Hybrid Surveillance |
AMC-20 Amdt 8 |
|
|
In-Flight Entertainment |
AMC-20 Amdt 19 |
|
|
Continuing Structural Integrity
Programme |
AMC-20 Amdt 22 |
|
|
Programme to enhance aeroplane
Electrical Wiring Interconnection System maintenance |
AMC-20 Amdt 4 |
|
|
Aeroplane Electrical Wiring
Interconnection System Training Programme |
AMC-20 Amdt 4 |
|
|
Development of Electrical
Standard Wiring Practices documentation |
AMC-20 Amdt 4 |
|
|
Certification Considerations
for the Enhanced ATS in NonRadar Areas using ADS-B Surveillance (ADS-B-NRA)
Application via 1090 MHZ Extended Squitter |
AMC-20 Amdt 3 |
|
|
Airworthiness consideration for
Electronic Flight Bags (EFBs) |
AMC-20 Amdt 16 |
|
|
AMC 20-26 |
Airworthiness Approval and
Operational Criteria for RNP Authorisation Required (RNP AR) Operations |
Cancelled |
|
AMC 20-27A |
Airworthiness Approval and
Operational Criteria for RNP APPROACH (RNP APCH) Operations Including APV
BAROVNAV Operations |
Cancelled |
|
AMC 20-28 |
Airworthiness Approval and
Operational Criteria related to Area Navigation for Global Navigation
Satellite System approach operation to Localiser Performance with Vertical
guidance minima using Satellite Based Augmentation System |
Cancelled |
|
Composite Aircraft Structure |
AMC-20 Amdt 6 |
|
|
Airworthiness information
security risk assessment |
AMC-20 Amdt 18 |
|
|
Software considerations for
certification of airborne systems and equipment |
AMC-20 Amdt 14 |
|
|
Design Considerations for
Minimizing Hazards Caused by Uncontained Turbine Engine and Auxiliary Power
Unit Rotor Failure |
AMC-20 Initial issue |
|
|
Aircraft electrical and
electronic system lightning protection |
AMC-20 Amdt 23 |
|
|
Airborne Electronic Hardware |
AMC-20 Amdt 19 |
|
|
Aircraft electrical and
electronic system high-intensity radiated fields (HIRF) protection |
AMC-20 Amdt 23 |
|
|
IMA |
AMC-20 Amdt 15 |
|
|
The Management of Open Problem
Reports |
AMC-20 Amdt 19 |
|
|
Use of multi-core processors |
AMC-20 Amdt 23 |
[Amdt 20/20]
[Amdt
20/22]
[Amdt
20/23]
[1] The published date represents the date when the consolidated version of
the document was generated.
[2] Euro-Lex, Important Legal Notice: http://eur-lex.europa.eu/content/legal-notice/legal-notice.html.
[3] This
is the main applicability date defined in the ED Decision. However, the ED
Decision allowed that this AMC was not applied to applications received until
30 June 2014, if so requested by the applicant and providing that in such a
case the applicant could demonstrate that the process of development of the
relevant part or appliance started before the entry into force of the ED
Decision (1 January 2014), in accordance with the specifications applicable at
that time.
[4] Extremely improbable is defined in CS 25.1309
and AMC to CS 25.1309.
[5] See
EASA Airworthiness Directive Policy reference C.Y001-01 (28.07.08).
[6] Information on LINK2000+ is available at web site www.eurocontrol.int/link2000
[7] Information on LINK2000+ is available at web site www.eurocontrol.int/link2000
[8] Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation. Regulation as last amended by Regulation (EC) No 1899/2006 of the European Parliament and of the Council of 12 December 2006 (OJ L 377, 27.12.2006, p. 1).
[9] The
cracking identified in the FAA Airworthiness Directive (AD) 2002-07-09 is an
example of the type of cracking that MSD inspections are effective in
detecting. These cracks grow from the fastener holes in the lower row of the
lower skin panel in such a way that the cracking is readily detectable using
NDI methods. The cracking identified in the FAA AD 2002-07-08 is an example of
places where MSD inspections are not effective. These cracks grow in the outer
surface and between the fastener holes in the lower row of the lower skin panel
in such a way that the cracking is not readily detectable using NDI methods.
Modification is the only option to address this type of cracking.
[11] Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
[12] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p.3).
[13] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[14] Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25 Amendment 5).
[15] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[16] Regulation
(EC) No 216/2008 of the European Parliament and of the Council of 20 February
2008 on common rules in the field of civil aviation and establishing a European
Aviation Safety Agency, and repealing Council Directive 91/670/EEC,
Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.
1).
[17] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p. 3).
[18] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[19] Executive
Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including
airworthiness codes and acceptable means of compliance, for large aeroplanes
(«CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25
Amendment 5).
[20] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[21] Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
[22] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p.3).
[23] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[24] Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25 Amendment 5).
[25] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[26] ED-126: “Safety, Performance and Interoperability Requirements Document for ADS-B-NRA” Application
[27] ED-78A: Guidelines for approval of the provision and use of Air Traffic Services supported by Data communications
[28] Other, requirements compliant, ADS-B transmit systems (e.g. VDL Mode 4) are expected to be covered through separate regulatory material, as appropriate.
[29] Refer to sections 8.3.3, 8.3.5 and 8.8.2.
[30] This is a consequence of the definition of the quality indicator encoding describing an interval of values between a lower and an upper bound (refer also to Appendix 4.2). For instance, a NUC=5 encoding expresses an upper bound of position accuracy quality indication of 0.3NM whilst a NUC=7 encoding expresses an upper bound of 0.05NM. Therefore, in case of e.g. the actual GNSS position source performance, a NUC=5 encoding provides sufficient margin to also correctly express the effects of on-board uncompensated latency whilst this is not the case for a NUC=7 encoding any more.
[31] I.e. GNSS conformant HPL/HIL information.
[32] For GNSS based systems, this includes satellite constellation aspects.
[33] For GNSS based position sources, the failure occurs outside the aircraft system and is therefore expressed as per ATSU-hour. Proof of compliance of alternative solely aircraft based sources should take this into account and might have to express the requirement as 10-5 per flight hour (i.e. for the en-route environment).
[34] As realised through receiver autonomous integrity monitoring (RAIM), including its characteristics of increasingly less likely to fail for position errors beyond the horizontal protection limit. Within ED-126, the position source failure is modelled as a bias error that equals the integrity containment radius.
[35] E.g. HPL/HIL based upon known RAIM protection threshold.
[36] ETSO C-145/C146 provides additional capabilities compared with ETSO C129A such as: processing of GPS without Selective Availability, processing of SBAS signals when available and Fault Detection Exclusion as a basic function. Therefore ETSO C145/146 usually provides higher quality integrity values than ETSO C-129A equipment.
[37] For instance, this need can be satisfied by means of dual independent altitude corrected sensors together with an altitude data comparator (which may be incorporated and enabled in the ADS-B transmit system).
[38] Refer to sections 8.3.3, 8.3.5 and 8.8.2.
[39] Uncompensated delay measured from to the time of validity of position measurement until ADS-B transmission (i.e. at RF level).
[40] As defined in section 6.
[41] For GNSS based functions, expressed as an assumption of GNSS performance.
[42] The notion of version “0” and “1” differentiates between DO-260/ED-102 and DO-260A transponders.
[43] If provided by flight deck controls.
[44] If provided by flight deck controls.
[45] For special conditions under which the
non-transmission of selected discrete emergency codes is allowed, refer to
Section 8.8.2.
[46] Only for D0-260A based ADS-B transmit
systems.
[47] To address the assumptions about external factors like organisations, processes, etc., see reference in ED-202A.
[48] Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1574094487050&uri=CELEX:32012R0748).
[49] Regulation (EU) No 376/2014 of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of occurrences in civil aviation, amending Regulation (EU) No 996/2010 of the European Parliament and of the Council and repealing Directive 2003/42/EC of the European Parliament and of the Council and Commission Regulations (EC) No 1321/2007 and (EC) No 1330/2007 (OJ L 122, 24.4.2014, p. 18) (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32014R0376).
[50] Starting from AMC 20-115D.
[1] The published date represents the date when the consolidated version of
the document was generated.
[2] Euro-Lex, Important Legal Notice: http://eur-lex.europa.eu/content/legal-notice/legal-notice.html.
[3] This
is the main applicability date defined in the ED Decision. However, the ED
Decision allowed that this AMC was not applied to applications received until
30 June 2014, if so requested by the applicant and providing that in such a
case the applicant could demonstrate that the process of development of the
relevant part or appliance started before the entry into force of the ED
Decision (1 January 2014), in accordance with the specifications applicable at
that time.
[4] Extremely improbable is defined in CS 25.1309
and AMC to CS 25.1309.
[5] See
EASA Airworthiness Directive Policy reference C.Y001-01 (28.07.08).
[6] Information on LINK2000+ is available at web site www.eurocontrol.int/link2000
[7] Information on LINK2000+ is available at web site www.eurocontrol.int/link2000
[8] Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation. Regulation as last amended by Regulation (EC) No 1899/2006 of the European Parliament and of the Council of 12 December 2006 (OJ L 377, 27.12.2006, p. 1).
[9] The
cracking identified in the FAA Airworthiness Directive (AD) 2002-07-09 is an
example of the type of cracking that MSD inspections are effective in
detecting. These cracks grow from the fastener holes in the lower row of the
lower skin panel in such a way that the cracking is readily detectable using
NDI methods. The cracking identified in the FAA AD 2002-07-08 is an example of
places where MSD inspections are not effective. These cracks grow in the outer
surface and between the fastener holes in the lower row of the lower skin panel
in such a way that the cracking is not readily detectable using NDI methods.
Modification is the only option to address this type of cracking.
[11] Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
[12] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p.3).
[13] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[14] Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25 Amendment 5).
[15] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[16] Regulation
(EC) No 216/2008 of the European Parliament and of the Council of 20 February
2008 on common rules in the field of civil aviation and establishing a European
Aviation Safety Agency, and repealing Council Directive 91/670/EEC,
Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.
1).
[17] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p. 3).
[18] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[19] Executive
Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including
airworthiness codes and acceptable means of compliance, for large aeroplanes
(«CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25
Amendment 5).
[20] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[21] Regulation (EC) No 216/2008 of the European Parliament and of the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC (OJ L 79, 19.3.2008, p.1).
[22] Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 243, 27.9.2003, p. 6). Regulation as last amended by Regulation (EC) No 287/2008 (OJ L 87, 29.3.2008, p.3).
[23] Commission Regulation (EC) No 2042/2003 of 20 November 2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks (OJ L 315, 28.11.2003, p. 1). Regulation as last amended by Regulation (EC) No 376/2007 of (OJ L 94, 4.4.2007, p. 18).
[24] Executive Director Decision No 2003/2/RM of 14 October 2003 on certification specifications, including airworthiness codes and acceptable means of compliance, for large aeroplanes («CS-25»). Decision as last amended by Executive Director Decision No 2008/006/R of 29 August 2008 (CS-25 Amendment 5).
[25] Council Regulation (EEC) No 3922/91 of 16 December 1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation (OJ L 373, 31.12.1991, p. 4). Regulation as last amended by Regulation (EC) No 8/2008 of 11 December 2007 (OJ L 10, 12.1.2008, p. 1).
[26] ED-126: “Safety, Performance and Interoperability Requirements Document for ADS-B-NRA” Application
[27] ED-78A: Guidelines for approval of the provision and use of Air Traffic Services supported by Data communications
[28] Other, requirements compliant, ADS-B transmit systems (e.g. VDL Mode 4) are expected to be covered through separate regulatory material, as appropriate.
[29] Refer to sections 8.3.3, 8.3.5 and 8.8.2.
[30] This is a consequence of the definition of the quality indicator encoding describing an interval of values between a lower and an upper bound (refer also to Appendix 4.2). For instance, a NUC=5 encoding expresses an upper bound of position accuracy quality indication of 0.3NM whilst a NUC=7 encoding expresses an upper bound of 0.05NM. Therefore, in case of e.g. the actual GNSS position source performance, a NUC=5 encoding provides sufficient margin to also correctly express the effects of on-board uncompensated latency whilst this is not the case for a NUC=7 encoding any more.
[31] I.e. GNSS conformant HPL/HIL information.
[32] For GNSS based systems, this includes satellite constellation aspects.
[33] For GNSS based position sources, the failure occurs outside the aircraft system and is therefore expressed as per ATSU-hour. Proof of compliance of alternative solely aircraft based sources should take this into account and might have to express the requirement as 10-5 per flight hour (i.e. for the en-route environment).
[34] As realised through receiver autonomous integrity monitoring (RAIM), including its characteristics of increasingly less likely to fail for position errors beyond the horizontal protection limit. Within ED-126, the position source failure is modelled as a bias error that equals the integrity containment radius.
[35] E.g. HPL/HIL based upon known RAIM protection threshold.
[36] ETSO C-145/C146 provides additional capabilities compared with ETSO C129A such as: processing of GPS without Selective Availability, processing of SBAS signals when available and Fault Detection Exclusion as a basic function. Therefore ETSO C145/146 usually provides higher quality integrity values than ETSO C-129A equipment.
[37] For instance, this need can be satisfied by means of dual independent altitude corrected sensors together with an altitude data comparator (which may be incorporated and enabled in the ADS-B transmit system).
[38] Refer to sections 8.3.3, 8.3.5 and 8.8.2.
[39] Uncompensated delay measured from to the time of validity of position measurement until ADS-B transmission (i.e. at RF level).
[40] As defined in section 6.
[41] For GNSS based functions, expressed as an assumption of GNSS performance.
[42] The notion of version “0” and “1” differentiates between DO-260/ED-102 and DO-260A transponders.
[43] If provided by flight deck controls.
[44] If provided by flight deck controls.
[45] For special conditions under which the
non-transmission of selected discrete emergency codes is allowed, refer to
Section 8.8.2.
[46] Only for D0-260A based ADS-B transmit
systems.
[47] To address the assumptions about external factors like organisations, processes, etc., see reference in ED-202A.
[48] Commission Regulation (EU) No 748/2012 of 3 August 2012 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (OJ L 224, 21.8.2012, p. 1) (https://eur-lex.europa.eu/legal-content/EN/TXT/?qid=1574094487050&uri=CELEX:32012R0748).
[49] Regulation (EU) No 376/2014 of the European Parliament and of the Council of 3 April 2014 on the reporting, analysis and follow-up of occurrences in civil aviation, amending Regulation (EU) No 996/2010 of the European Parliament and of the Council and repealing Directive 2003/42/EC of the European Parliament and of the Council and Commission Regulations (EC) No 1321/2007 and (EC) No 1330/2007 (OJ L 122, 24.4.2014, p. 18) (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32014R0376).
[50] Starting from AMC 20-115D.
EASA airworthiness regulations (AMC-20) define acceptable compliance means for aircraft products, parts, and appliances. Key areas include electronic controls for propulsion and APUs, ETOPS, occurrence reporting, data communications, collision avoidance (ACAS II), electrical wiring, and electronic flight bags (EFBs). Updated guidance addresses structural integrity, security risk assessment, and multicore processors.
* Summary by Aviation.Bot - Always consult the original document for the most accurate information.
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