MG 1 Certification procedure for rotorcraft avionics equipment

• ED Decision 2018/015/R found in: CS-29 Amdt 10 - Large Rotercraft (Jan 2023)

MG 1 Certification procedure for rotorcraft avionics equipment ED Decision 2018/015/R15/R This AMC provides further guidance and acceptable means of compliance to supplement FAA AC 29-2C Change 7 MG 1, which is the EASA acceptable means of compliance, as provided for in [AMC 29 General](#_DxCrossRefBm1513259330). Specifically, this AMC addresses aspects where the FAA AC has been deemed by EASA to be at variance with EASA’s interpretation or its regulatory system. These aspects are as follows and the remaining paragraphs of FAA AC 29-2C Change 7 MG 1 that are not amended below are considered to be EASA acceptable means of compliance. a. Pre-test Requirements [...] (4) (i) Environment. An appropriate means for environmental testing is set forth in Radio Technical Commission for Aeronautics (RTCA) Document DO-160. Applicants should submit test reports showing that the laboratory-tested categories, such as temperature, vibration, altitude, etc., are compatible with the environmental demands placed on the rotorcraft. This can be achieved by determining the specific local environmental conditions in which the equipment will be installed and establishing the compatibility with the required DO-160 environmental condition. [...] b. Test Procedures. [...] (4) [...] (v) Localiser performance should be checked for rotor modulation in approach while varying the rotor RPM throughout its normal range. (A) Localiser intercept. In the approach configuration and a distance of at least 10 NM from the localiser facility, fly toward the localiser front course, inbound, at an angle of at least 50 degrees. Perform this manoeuvre from both left and right of the localiser beam. No flags should appear during the period of time in which the deviation indicator moves from full deflection to on course. If the total antenna pattern has not been shown to be adequate by ground checks or by VOR flight evaluation, additional intercepts should be made. The low limits of interception should be determined. (B) Localiser tracking. While flying the localiser inbound and not more than 5 miles before reaching the outer marker, change the heading of the rotorcraft to obtain full needle deflection. Then fly the rotorcraft to establish localiser on course operation. The localiser deviation indicators should direct the rotorcraft to the localiser on course. Perform this manoeuvre with both a left and a right needle deflection. Continue tracking the localiser until over the transmitter. Conduct at least three acceptable front, and if applicable, back course flights to 200 feet or less above the threshold. (5) [...] (ii) Glideslope Intercept. The glideslope should be intercepted at both short and long distances in order to ensure correct functioning. Observe the glideslope deviation indicator for proper crossover as the aircraft flies through the glide path. No flags should appear between the times when the needle leaves the full-scale fly-up position and when it reaches the full-scale fly-down position. [...] (v) Glideslope performance should be sampled for rotor modulation during the approach, while varying the rotor RPM throughout its normal range. (6) [...] (iii) Technical. Approach the markers at a reasonable ground speed and at an altitude of 1 000 feet above ground level. While passing over the outer and middle markers with the localiser deviation indicator centred, the annunciators should illuminate for an appropriate duration. Check that the intensity of the indicator lights is acceptable in bright sunlight and at night. For slower rotorcraft, the duration should be proportionately longer. [...] (12) Inertial Navigation. AC 20-138 (current version) contains the basic criteria for the engineering evaluation of an inertial navigation system (INS). Further tailoring and refinement of the guidance contained within AC 20-138 may be required by the applicant in order to make it fully applicable to the rotorcraft domain. [...] (18) [...] (iv) Flight Test. [...] (B) The suitable glide path angles at low speed (< 70 kt KIAS) should be evaluated for IFR certificated aircraft. (1) Evaluate: [...] (ix) If the glide path angle for IFR aircraft has not been evaluated, then a limitation should be included in the rotorcraft flight manual or rotorcraft flight manual supplement. This limitation should limit IFR coupled RNAV approach operations to an appropriate and justifiably conservative glide path angle and the minimum approach airspeed that meet flight manual limitations. This is necessary until evaluations are accomplished and the determination is made that the autopilot-GPS integration supports steep-angle, low speed operations. [Amdt No: 29/6] MG 1 Certification procedure for rotorcraft avionics equipment ED Decision 2018/015/R This AMC provides further guidance and acceptable means of compliance to supplement FAA AC 29-2C Change 7 MG 1, which is the EASA acceptable means of compliance, as provided for in [AMC 29 General](#_DxCrossRefBm1178331711). Specifically, this AMC addresses aspects where the FAA AC has been deemed by EASA to be at variance with EASA’s interpretation or its regulatory system. These aspects are as follows and the remaining paragraphs of FAA AC 29-2C Change 7 MG 1 that are not amended below are considered to be EASA acceptable means of compliance. a. Pre-test Requirements [...] (4) (i) Environment. An appropriate means for environmental testing is set forth in Radio Technical Commission for Aeronautics (RTCA) Document DO-160. Applicants should submit test reports showing that the laboratory-tested categories, such as temperature, vibration, altitude, etc., are compatible with the environmental demands placed on the rotorcraft. This can be achieved by determining the specific local environmental conditions in which the equipment will be installed and establishing the compatibility with the required DO-160 environmental condition. [...] b. Test Procedures. [...] (4) [...] (v) Localiser performance should be checked for rotor modulation in approach while varying the rotor RPM throughout its normal range. (A) Localiser intercept. In the approach configuration and a distance of at least 10 NM from the localiser facility, fly toward the localiser front course, inbound, at an angle of at least 50 degrees. Perform this manoeuvre from both left and right of the localiser beam. No flags should appear during the period of time in which the deviation indicator moves from full deflection to on course. If the total antenna pattern has not been shown to be adequate by ground checks or by VOR flight evaluation, additional intercepts should be made. The low limits of interception should be determined. (B) Localiser tracking. While flying the localiser inbound and not more than 5 miles before reaching the outer marker, change the heading of the rotorcraft to obtain full needle deflection. Then fly the rotorcraft to establish localiser on course operation. The localiser deviation indicators should direct the rotorcraft to the localiser on course. Perform this manoeuvre with both a left and a right needle deflection. Continue tracking the localiser until over the transmitter. Conduct at least three acceptable front, and if applicable, back course flights to 200 feet or less above the threshold. (5) [...] (ii) Glideslope Intercept. The glideslope should be intercepted at both short and long distances in order to ensure correct functioning. Observe the glideslope deviation indicator for proper crossover as the aircraft flies through the glide path. No flags should appear between the times when the needle leaves the full-scale fly-up position and when it reaches the full-scale fly-down position. [...] (v) Glideslope performance should be sampled for rotor modulation during the approach, while varying the rotor RPM throughout its normal range. (6) [...] (iii) Technical. Approach the markers at a reasonable ground speed and at an altitude of 1 000 feet above ground level. While passing over the outer and middle markers with the localiser deviation indicator centred, the annunciators should illuminate for an appropriate duration. Check that the intensity of the indicator lights is acceptable in bright sunlight and at night. For slower rotorcraft, the duration should be proportionately longer. [...] (12) Inertial Navigation. AC 20-138 (current version) contains the basic criteria for the engineering evaluation of an inertial navigation system (INS). Further tailoring and refinement of the guidance contained within AC 20-138 may be required by the applicant in order to make it fully applicable to the rotorcraft domain. [...] (18) [...] (iv) Flight Test. [...] (B) The suitable glide path angles at low speed (< 70 kt KIAS) should be evaluated for IFR certificated aircraft. (1) Evaluate: [...] (ix) If the glide path angle for IFR aircraft has not been evaluated, then a limitation should be included in the rotorcraft flight manual or rotorcraft flight manual supplement. This limitation should limit IFR coupled RNAV approach operations to an appropriate and justifiably conservative glide path angle and the minimum approach airspeed that meet flight manual limitations. This is necessary until evaluations are accomplished and the determination is made that the autopilot-GPS integration supports steep-angle, low speed operations. [Amdt No: 29/6] ##### MG 1 Certification procedure for rotorcraft avionics equipment *ED Decision 2018/015/R* This AMC provides further guidance and acceptable means of compliance to supplement FAA AC 29-2C Change 7 MG 1, which is the EASA acceptable means of compliance, as provided for in [AMC 29 General](#_DxCrossRefBm1685772176). Specifically, this AMC addresses aspects where the FAA AC has been deemed by EASA to be at variance with EASA’s interpretation or its regulatory system. These aspects are as follows and the remaining paragraphs of FAA AC 29-2C Change 7 MG 1 that are not amended below are considered to be EASA acceptable means of compliance. a. Pre-test Requirements [...] (4) (i) Environment. An appropriate means for environmental testing is set forth in Radio Technical Commission for Aeronautics (RTCA) Document DO-160. Applicants should submit test reports showing that the laboratory-tested categories, such as temperature, vibration, altitude, etc., are compatible with the environmental demands placed on the rotorcraft. This can be achieved by determining the specific local environmental conditions in which the equipment will be installed and establishing the compatibility with the required DO-160 environmental condition. [...] b. Test Procedures. [...] (4) [...] (v) Localiser performance should be checked for rotor modulation in approach while varying the rotor RPM throughout its normal range. (A) Localiser intercept. In the approach configuration and a distance of at least 10 NM from the localiser facility, fly toward the localiser front course, inbound, at an angle of at least 50 degrees. Perform this manoeuvre from both left and right of the localiser beam. No flags should appear during the period of time in which the deviation indicator moves from full deflection to on course. If the total antenna pattern has not been shown to be adequate by ground checks or by VOR flight evaluation, additional intercepts should be made. The low limits of interception should be determined. (B) Localiser tracking. While flying the localiser inbound and not more than 5 miles before reaching the outer marker, change the heading of the rotorcraft to obtain full needle deflection. Then fly the rotorcraft to establish localiser on course operation. The localiser deviation indicators should direct the rotorcraft to the localiser on course. Perform this manoeuvre with both a left and a right needle deflection. Continue tracking the localiser until over the transmitter. Conduct at least three acceptable front, and if applicable, back course flights to 200 feet or less above the threshold. (5) [...] (ii) Glideslope Intercept. The glideslope should be intercepted at both short and long distances in order to ensure correct functioning. Observe the glideslope deviation indicator for proper crossover as the aircraft flies through the glide path. No flags should appear between the times when the needle leaves the full-scale fly-up position and when it reaches the full-scale fly-down position. [...] (v) Glideslope performance should be sampled for rotor modulation during the approach, while varying the rotor RPM throughout its normal range. (6) [...] (iii) Technical. Approach the markers at a reasonable ground speed and at an altitude of 1 000 feet above ground level. While passing over the outer and middle markers with the localiser deviation indicator centred, the annunciators should illuminate for an appropriate duration. Check that the intensity of the indicator lights is acceptable in bright sunlight and at night. For slower rotorcraft, the duration should be proportionately longer. [...] (12) Inertial Navigation. AC 20-138 (current version) contains the basic criteria for the engineering evaluation of an inertial navigation system (INS). Further tailoring and refinement of the guidance contained within AC 20-138 may be required by the applicant in order to make it fully applicable to the rotorcraft domain. [...] (18) [...] (iv) Flight Test. [...] (B) The suitable glide path angles at low speed (< 70 kt KIAS) should be evaluated for IFR certificated aircraft. (1) Evaluate: [...] (ix) If the glide path angle for IFR aircraft has not been evaluated, then a limitation should be included in the rotorcraft flight manual or rotorcraft flight manual supplement. This limitation should limit IFR coupled RNAV approach operations to an appropriate and justifiably conservative glide path angle and the minimum approach airspeed that meet flight manual limitations. This is necessary until evaluations are accomplished and the determination is made that the autopilot-GPS integration supports steep-angle, low speed operations. [Amdt No: 29/6]