MG 6  Emergency Medical Service (EMS) systems installations, including interior arrangements, equipment, Helicopter Terrain Awareness and Warning System (HTAWS), radio altimeter, and Flight Data Monitoring System (FDMS)

ED Decision 2018/015/R

This AMC provides further guidance and acceptable means of compliance to supplement the FAA AC 27-1B Change 7 MG6, which is the EASA acceptable means of compliance, as provided for in AMC 27 General. However, some aspects of the FAA AC are deemed by EASA to be at variance with EASA’s interpretation or its regulatory system. EASA’s interpretation of these aspects is described below. Paragraphs of FAA AC 27-1B Change 7 MG6 that are not amended below are considered to be EASA acceptable means of compliance:

a.       Explanation. This AMC pertains to EMS configurations and associated rotorcraft airworthiness standards. EMS configurations are usually unique interior arrangements that are subject to the appropriate airworthiness standards (CS-27 or other applicable standards) to which the rotorcraft was certified. No relief from the standards is intended except through the procedures contained in Regulation (EU) No 748/2012 (namely Part-21 point 21.A.21(c)). EMS configurations are seldom, if ever, done by the original manufacturer.

(1)     Regulation (EU) No 965/2012 specifies the minimum equipment required to operate as a helicopter air ambulance service provider. This equipment, as well as all other equipment presented for evaluation and approval, is subject to compliance with airworthiness standards. Any equipment not essential to the safe operation of the rotorcraft may be approved provided the use, operation, and possible failure modes of the equipment are not hazardous to the rotorcraft Safe flight, safe landing, and prompt evacuation of the rotorcraft, in the event of a minor crash landing, for any reason, are the objectives of the EASA’s evaluation of interiors and equipment unique to EMS.

i.        For example, a rotorcraft equipped only for transportation of a non-ambulatory person (e.g. a police rotorcraft with one litter) as well as a rotorcraft equipped with multiple litters and complete life support systems and two or more attendants or medical personnel may be submitted for approval. These configurations will be evaluated to the airworthiness standards appropriate to the rotorcraft certification basis.

ii.       Small category rotorcraft should comply with flight crew and passenger safety standards, which will result in the need to re-evaluate certain features of the baseline existing type certified rotorcraft related to the EMS arrangement, such as doors and emergency exits, and occupant protection. Compliance with airworthiness standards results in the following features that should be retained as part of the rotorcraft’s baseline type design: an emergency interior lighting system, placards or markings for doors and exits, exit size, exit quantity and location, exit access, safety belts and possibly shoulder harnesses or other restraint or passenger protection means. The features, placards, markings, and ‘emergency’ systems required as part of the rotorcraft’s baseline type design should be retained unless specific replacements or alternate designs are necessary for the EMS configuration to comply with airworthiness standards.

(2)     Many EMS configurations of small rotorcraft are typically equipped with the following:

i.        attendant and medical personnel seats, which may swivel;

ii.       multiple litters, some of which may tilt;

iii.      medical equipment stowage compartments;

iv.      life support and other complex medical equipment;

v.       human infant incubator (‘isolette’);

vi.      curtains or other interior light shielding for the flight crew compartment;

vii.     external loudspeakers and search lights;

viii.    special internal and external communication radio equipment;

ix.      FDMS;

x.       radio altimeter;

xi.      HTAWS.

(3)     All helicopter air ambulance service providers are required to operate at all times in accordance with Regulation (EU) No 965/2012, which also defines the equipment required for an operational approval to be obtained.

b.      Procedures

(2)     Evacuation and interior arrangements

iii.      When an evacuation demonstration is determined to be appropriate for compliance, 90 seconds should be used as the time interval for evacuation of the rotorcraft. Attendants and flight crew, trained in the evacuation procedures, may be used to remove the litter patient(s). It is preferable for the patient(s) to remain in the litter; however, the patient(s) may be removed from the litter to facilitate rapid evacuation through the exit. The patient(s) is (are) not ambulatory during the demonstration. Evacuation procedures should be included if isolettes are part of the interior. The demonstration may be conducted in daylight with the dark of the night simulated and the rotorcraft in a normal attitude with the landing gear extended. For the purpose of the demonstration, exits on one side (critical side) should be used. Exits on the opposite side are blocked and not accessible for the demonstration.

(3)     Restraint of occupants and equipment

The emergency landing conditions specified in CS 27.561(b) dictate the design load conditions. See FAA AC 27-1, sections 27.561 and 27.785, for further information.

i.        Whether seated or recumbent, the occupants must be protected from serious injury as prescribed in CS 27.785. Swivel seats and tilt litters may be used provided they are substantiated for the appropriate loads for the position selected for approval. Placards or markings may be used to ensure proper orientation for flight, take-off, or landing and emergency landing conditions. The seats and litters should be listed in the type design data for the configuration. See paragraph b.(17) for substitutions.

(6)     Interior or ‘medical’ lights

The view of the flight crew must be free from glare and reflections that could cause interference. Curtains that meet flammability standards may be used. Complete partition or separation of the flight crew and passenger compartment is not prudent. Means for visual and verbal communication are usually necessary. Refer to FAA AC 27-1, section 27.773, which addresses pilot visibility aspects.

[Amdt No: 27/4]

[Amdt No: 27/6]