GM1 ACNS.E.LAD.001 Applicability and scope

• ED Decision 2021/008/R found in: GM Remote Aerodrome Air Traffic Services (ED 2019/004/R) Issue 2 (Jul 2020)

GM1 ACNS.E.LAD.001 Applicability and scope ED Decision 2021/008/R COMMON GUIDANCE FOR ALL SOLUTIONS Point CAT.GEN.MPA.210 of Annex IV (Part-CAT) to the Air OPS Regulation requires robust and automatic means to accurately determine, following an accident during which the aircraft is severely damaged, the location of the point of end of flight. Point CAT.GEN.MPA.210 is applicable to some categories of large aeroplanes, when operated for commercial air transport (CAT). The objective of point CAT.GEN.MPA.210 is to have a high probability of timely and accurately locating the accident site after an accident during which the aircraft is severely damaged, irrespective of the accident location and survivability. The scope of point CAT.GEN.MPA.210 includes non-survivable accidents. However, this Section does not address unlawful interference. Means compliant with point CAT.GEN.MPA.210 are expected to: — quickly inform the SAR authority concerned that an accident occurred or is about to occur and provide them with information that can easily be used for locating the accident site; and — help the safety investigation authority concerned locate the accident site and the aircraft wreckage so that they can collect evidence in a reasonable time frame. Therefore, if a means compliant with point CAT.GEN.MPA.210 is installed onboard the aircraft, point CAT.IDE.A.280 does not require equipping the aircraft with an automatic ELT, and point CAT.IDE.A.285 does not require equipping the aircraft with a low-frequency ULD. The approval of the transmission service that processes signals sent by an airborne system to comply with point CAT.GEN.MPA.210 is out of the scope of this Section. This Section includes: — ‘non-specific’ acceptable means of compliance (AMC) and common guidance material (GM) (applicable to all solutions); and — ‘specific’ AMC and GM (applicable only to a particular type of solution). For each certification specification (CS), there may be one or several non-specific AMC, and one or several specific AMC. When selecting one of the three types of solutions that are described below, all non-specific AMC and all AMC specific to the type of solution selected need to be met to demonstrate compliance with the related CS. When selecting a solution that is different from all these types of solutions or is a combination of several types of solutions, the means of compliance need to include all non-specific AMC and additional conditions to be agreed with EASA. This Section includes three types of solutions: — Automatic deployable flight recorder (ADFR) An ADFR is composed of a recorder in a deployable package, a deployment system, and sensors in the aircraft. The deployable package contains an ELT that facilitates locating it, and a structure having both an aerofoil function and a float function. The sensors detect the deformation of the aircraft structure caused by the accident and the water pressure due to immersion. These detections result in the automatic deployment of the deployable package as well as in the activation of the ELT. Thanks to the deployment characteristics, the deployable package lands clear of the main impact point. It floats on water if the accident site is in water. The ELT transmits 406-MHz signals that are detected by satellites of the international COSPAS-SARSAT programme. This enables locating the point of end of flight within a few minutes. The ELT also transmits a 121.5-MHz homing signal to support the on-site search and rescue (SAR) of potential survivors. The recording function of the ADFR is not necessary to comply with point CAT.GEN.MPA.210. — Distress tracking ELT (ELT(DT)) An ELT(DT) is a specific type of ELT that relies on an ‘automatic triggering function’. That function monitors aircraft parameters and automatically triggers the ELT when it detects conditions that are likely to result in an accident during which the aircraft is severely damaged. The flight crew can also manually activate the ELT(DT) in case of a distress situation. Once the ELT is activated, it transmits 406-MHz signals that are detected by satellites of the international COSPAS-SARSAT programme. This enables locating the point of end of flight within a few minutes. If the accident is survivable, a crash-survivable ELT (the ELT(DT) or an automatic ELT) transmits, after the impact, the 406-MHz signals to satellites of the international COSPAS-SARSAT programme and a 121.5-MHz homing signal. These signals enable accurately locating the point of end of flight and support the on-site search and rescue of potential survivors. — High-rate tracking (HRT) HRT relies on an airborne system that frequently transmits signals that enable locating the aircraft in case of an accident. The frequency of the transmission and the accuracy of the transmitted position data are such that the point of end of flight can be located within a few minutes. Adequate position accuracy of the point of end of flight after a survivable accident is achieved either through high frequency of transmission, or transmission after reaching the point of end of flight, or both. A 121.5-MHz homing signal is also transmitted after a survivable accident to support the on-site search and rescue of potential survivors. This Section’s requirements do not address remote activation or remote deactivation of airborne systems. [Issue: CS-ACNS/3]