AMC1 CAT.GEN.MPA.140 Portable electronic devices

• ED Decision 2019/008/R found in: EAR for Air Operations Revision 21, September 2023

AMC1 CAT.GEN.MPA.140 Portable electronic devices ED Decision 2019/008/R TECHNICAL PREREQUISITES FOR THE USE OF PEDS (a) Scope This AMC describes the technical prerequisites under which any kind of portable electronic device (PED) may be used on board the aircraft without adversely affecting the performance of the aircraft’s systems and equipment. (b) Prerequisites concerning the aircraft configuration (1) Before an operator may permit the use of any kind of PED on-board, it should ensure that PEDs have no impact on the safe operation of the aircraft. The operator should demonstrate that PEDs do not interfere with on-board electronic systems and equipment, especially with the aircraft’s navigation and communication systems. (2) The assessment of PED tolerance may be tailored to the different aircraft zones for which the use of PEDs is considered, i.e. may address separately: (i) the passenger compartment; (ii) the flight crew compartment; and (iii) areas not accessible during the flight. (c) Scenarios for permitting the use of PEDs (1) Possible scenarios, under which the operator may permit the use of PEDs, should be as documented in Table1. The scenarios in Table 1 are listed in a descending order with the least permitting scenario at the bottom. (2) Restrictions arising from the corresponding aircraft certification, as documented in the aircraft flight manual (AFM) or equivalent document(s), should stay in force. They may be linked to different aircraft zones, or to particular transmitting technologies covered. (3) For Scenarios Nos. 3 to 8 in Table 1 the use of C-PEDs and cargo tracking devices may be further expanded, when the EMI assessment has demonstrated that there is no impact on safety as follows: (i) for C-PEDs by using the method described in (d)(2); and (ii) for cargo tracking devices by using the method described in (d)(3). Table 1 – Scenarios for permitting the use of PEDs by the operator | No. | Technical condition | Non-intentional transmitters | T-PEDs | | --- | --- | --- | --- | | 1 | The aircraft is certified as T-PED tolerant, i.e. it has been demonstrated during the aircraft certification process that front door and back door coupling have no impact on the safe operation of the aircraft | All phases of flight | All phases of flight | | 2 | A complete electromagnetic interference (EMI) assessment for all technologies, using the method described in (d)(1), has been performed and has demonstrated the T-PED tolerance | All phases of flight | All phases of flight | | 3 | The aircraft is certified for the use of T-PEDs using particular technologies (e.g. WLAN or mobile phone) | All phases of flight | All phases of flight, restricted to those particular technologies | | 4 | The EMI assessment, using the method described in (d)(1), has demonstrated that: (a)the front door coupling has no impact on safety; and (b)the back door coupling has no impact on safety when using particular technologies (e.g. WLAN or mobile phone) | All phases of flight | All phases of flight, restricted to those particular technologies | | 5 | The EMI assessment, using the method described in (d)(1)(i), has demonstrated that the front door coupling has no impact on safety caused by non-intentional transmitters | All phases of flight | Not permitted | | 6 | The EMI assessment, using the method described in (d)(1)(ii), has demonstrated that the back door coupling has no impact on safety when using particular technologies (e.g. WLAN or mobile phone) | All phases of flight - except low visibility approach operation | All phases of flight - except low visibility approach operation, restricted to those particular technologies | | 7 | An EMI assessment has not been performed | All phases of flight - except low visibility approach operation | Not permitted | | 8 | Notwithstanding Scenarios Nos. 3 to 7 | (a)before taxi-out; (b)during taxi-in after the end of landing roll; | 8 | Notwithstanding Scenarios Nos. 3 to 7 | (a)before taxi-out; (b)during taxi-in after the end of landing roll; and (c)the commander may permit the use during prolonged departure delays, provided that sufficient time is available to check the passenger compartment before the flight proceeds | |