Publication: Magyar Közlöny
Issue: MK-2009-104 (Year: 2009, Number: 104)
Era: 2004-2010
Section: 
Paragraph Index: 981

b) mandatory carriage requirements of emergency locator transmitters (ELTs). 14 March 2007 16 July 2007 22 November 2007 1 July 2008 Amendment Source(s) Subject(s) Adopted/Approved Effective Applicable 22/11/07 No. 26 Chapter 1 Annex 6 — Operation of Aircraft 5/11/98 24/11/05 No. 24 Flight time — aeroplanes. The total time from the moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight. Note.— Flight time as here defined is synonymous with the term “block to block” time or “chock to chock” time in general usage which is measured from the time an aeroplane first moves for the purpose of taking off until it finally stops at the end of the flight. General aviation operation. An aircraft operation other than a commercial air transport operation or an aerial work operation. Instrument meteorological conditions (IMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, less than the minima specified for visual meteorological conditions. Note.— The specified minima for visual meteorological conditions are contained in Chapter 4 of Annex 2. Maintenance. The performance of tasks required to ensure the continuing airworthiness of an aircraft, including any one or combination of overhaul, inspection, replacement, defect rectification, and the embodiment of a modification or repair. Maintenance programme. A document which describes the specific scheduled maintenance tasks and their frequency of completion and related procedures, such as a reliability programme, necessary for the safe operation of those aircraft to which it applies. Maintenance release. A document which contains a certification confirming that the maintenance work to which it relates has been completed in a satisfactory manner, either in accordance with the approved data and the procedures described in the maintenance organization’s procedures manual or under an equivalent system. Meteorological information. Meteorological report, analysis, forecast, and any other statement relating to existing or expected meteorological conditions. Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference. Note 1.— Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is referenced to the aerodrome elevation or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation. Note 2.— The required visual reference means that section of the visual aids or of the approach area which should have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of change of position, in relation to the desired flight path. In the case of a circling approach the required visual reference is the runway environment. Note 3.— For convenience when both expressions are used they may be written in the form “minimum descent altitude/height” and abbreviated “MDA/H”. Night. The hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as may be prescribed by the appropriate authority. Note.— Civil twilight ends in the evening when the centre of the sun’s disc is 6 degrees below the horizon and begins in the morning when the centre of the sun’s disc is 6 degrees below the horizon. Obstacle clearance altitude (OCA) or obstacle clearance height (OCH). The lowest altitude or the lowest height above the elevation of the relevant runway threshold or the aerodrome elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria. Note 1.— Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling approach is referenced to the aerodrome elevation. Note 2.— For convenience when both expressions are used they may be written in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”. Pilot-in-command. The pilot designated by the operator, or in the case of general aviation, the owner, as being in command and charged with the safe conduct of a flight. Psychoactive substances. Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded. Required communication performance (RCP). A statement of the performance requirements for operational communication in support of specific ATM functions. Required communication performance type (RCP type). A label (e.g. RCP 240) that represents the values assigned to RCP parameters for communication transaction time, continuity, availability and integrity. Repair. The restoration of an aeronautical product to an airworthy condition to ensure that the aircraft continues to *As defined in Annex 2. 22/11/07 No. 26 Annex 6 — Operation of Aircraft Part II 5/11/98 24/11/05 No. 24 comply with the design aspects of the appropriate airworthiness requirements used for the issuance of the type certificate for the respective aircraft type, after it has been damaged or subjected to wear. Required navigation performance (RNP). A statement of the navigation performance necessary for operation within a defined airspace. Note.— Navigation performance and requirements are defined for a particular RNP type and/or application. RNP type. A containment value expressed as a distance in nautical miles from the intended position within which flights would be for at least 95 per cent of the total flying time. Example.— RNP 4 represents a navigation accuracy of plus or minus 7.4 km (4 NM) on a 95 per cent containment basis. Runway visual range (RVR). The range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. State of Registry. The State on whose register the aircraft is entered. Note.— In the case of the registration of aircraft of an international operating agency on other than a national basis, the States constituting the agency are jointly and severally bound to assume the obligations which, under the Chicago Convention, attach to a State of Registry. See, in this regard, the Council Resolution of 14 December 1967 on Nationality and Registration of Aircraft Operated by International Operating Agencies which can be found in Policy and Guidance Material on the Economic Regulation of International Air Transport (Doc 9587). Target level of safety (TLS). A generic term representing the level of risk which is considered acceptable in particular circumstances. Total vertical error (TVE). The vertical geometric difference between the actual pressure altitude flown by an aircraft and its assigned pressure altitude (flight level). Visual meteorological conditions (VMC). Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling*, equal to or better than specified minima. Note.— The specified minima are contained in Chapter 4 of Annex 2. *As defined in Annex 2. 3A 22/11/07 No. 26 Chapter 6 Annex 6 — Operation of Aircraft 5/11/98 6.10.1.4.1 The use of photographic film flight data recorders shall be discontinued from 1 January 2003. 6.10.1.5 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 January 2005, which utilize data link communications and are required to carry a cockpit voice recorder (CVR), shall record on a flight recorder, all data link communications to and from the aeroplane. The minimum recording duration shall be equal to the duration of the CVR, and shall be correlated to the recorded cockpit audio. 6.10.1.5.1 From 1 January 2007, all aeroplanes which utilize data link communications and are required to carry a CVR, shall record on a flight recorder, all data link communications to and from the aeroplane. The minimum recording duration shall be equal to the duration of the CVR, and shall be correlated to the recorded cockpit audio. 6.10.1.5.2 Sufficient information to derive the content of the data link communications message, and, whenever practical, the time the message was displayed to or generated by the crew shall be recorded. Note.— Data link communications include, but are not limited to, automatic dependent surveillance — contract (ADS-C), controller-pilot data link communications (CPDLC), data link-flight information services (D-FIS) and aeronautical operational control (AOC) messages. 6.10.1.6 Recommendation.— All aeroplanes of a maximum certificated take-off mass over 5 700 kg, required to be equipped with a flight data recorder and a cockpit voice recorder, may alternatively be equipped with two combination recorders (FDR/CVR). 6.10.1.7 A Type IA flight data recorder shall record the parameters required to determine accurately the aeroplane flight path, speed, attitude, engine power, configuration and operation. The parameters that satisfy the requirements for a Type IA flight data recorder are listed in the paragraphs below. The parameters without an asterisk (*) are mandatory parameters which shall be recorded. In addition, the parameters designated by an asterisk (*) shall be recorded if an information data source for the parameter is used by aeroplane systems or the flight crew to operate the aeroplane. 6.10.1.7.1 The following parameters satisfy the requirements for flight path and speed: – Pressure altitude – Indicated airspeed or calibrated airspeed – Air – ground status and each landing gear air-ground sensor when practicable – Total or outside air temperature – Heading (primary flight crew reference) – Normal acceleration – Lateral acceleration – Longitudinal acceleration (body axis) – Time or relative time count – Navigation data*: drift angle, wind speed, wind direction, latitude/longitude – Groundspeed* – Radio altitude* 6.10.1.7.2 The following parameters satisfy the requirements for attitude: – Pitch attitude – Roll attitude – Yaw or sideslip angle* – Angle of attack* 6.10.1.7.3 The following parameters satisfy the requirements for engine power: – Engine thrust/power: propulsive thrust/power on each engine, cockpit thrust/power lever position – Thrust reverse status* – Engine thrust command* – Engine thrust target* – Engine bleed valve position* – Additional engine parameters*: EPR, N1, indicated vibration level, N2, EGT, TLA, fuel flow, fuel cut-off lever position, N3 6.10.1.7.4 The following parameters satisfy the requirements for configuration: – Pitch trim surface position – Flaps*: trailing edge flap position, cockpit control selection – Slats*: leading edge flap (slat) position, cockpit control selection – Landing gear*: landing gear, gear selector position – Yaw trim surface position* – Roll trim surface position* – Cockpit trim control input position pitch* – Cockpit trim control input position roll* – Cockpit trim control input position yaw* – Ground spoiler and speed brake*: ground spoiler position, ground spoiler selection, speed brake position, speed brake selection – De-icing and/or anti-icing systems selection* – Hydraulic pressure (each system)* – Fuel quantity* – AC electrical bus status* – DC electrical bus status* – APU bleed valve position* – Computed centre of gravity* 6.10.1.7.5 The following parameters satisfy the requirements for operation: – Warnings – Primary flight control surface and primary flight control pilot input: pitch axis, roll axis, yaw axis – Marker beacon passage 22/11/07 No. 26 Annex 6 — Operation of Aircraft Part II 5/11/98 – Each navigation receiver frequency selection – Manual radio transmission keying and CVR/FDR synchronization reference – Autopilot/autothrottle/AFCS mode and engagement status* – Selected barometric setting*: pilot, first officer – Selected altitude (all pilot selectable modes of operation)* – Selected speed (all pilot selectable modes of operation)* – Selected mach (all pilot selectable modes of operation)* – Selected vertical speed (all pilot selectable modes of operation)* – Selected heading (all pilot selectable modes of operation)* – Selected flight path (all pilot selectable modes of operation)*: course/DSTRK, path angle – Selected decision height* – EFIS display format*: pilot, first officer – Multi-function/engine/alerts display format* – GPWS/TAWS/GCAS status*: selection of terrain display mode including pop-up display status, terrain alerts, both cautions and warnings, and advisories, on/off switch position – Low pressure warning*: hydraulic pressure, pneumatic pressure – Computer failure* – Loss of cabin pressure* – TCAS/ACAS (traffic alert and collision avoidance system/airborne collision avoidance system)* – Ice detection* – Engine warning each engine vibration* – Engine warning each engine over temperature* – Engine warning each engine oil pressure low* – Engine warning each engine over speed* – Wind shear warning* – Operational stall protection, stick shaker and pusher activation* – All cockpit flight control input forces*: control wheel, control column, rudder pedal cockpit input forces – Vertical deviation*: ILS glide path, MLS elevation, GNSS approach path – Horizontal deviation*: ILS localizer, MLS azimuth, GNSS approach path – DME 1 and 2 distances* – Primary navigation system reference*: GNSS, INS, VOR/DME, MLS, Loran C, ILS – Brakes*: left and right brake pressure, left and right brake pedal position – Date* – Event marker* – Head up display in use* – Para visual display on* Note 1.— Parameter requirements, including range, sampling, accuracy and resolution, as contained in the Minimum Operational Performance Specification (MOPS) document for Flight Recorder Systems of the European Organization for Civil Aviation Equipment (EUROCAE) or equivalent documents. Note 2.— The number of parameters to be recorded will depend on aeroplane complexity. Parameters without an (*) are to be recorded regardless of aeroplane complexity. Those parameters designated by an (*) are to be recorded if an information source for the parameter is used by aeroplane systems and/or flight crew to operate the aeroplane. 6.10.2 Flight data recorders — duration Types I and II flight data recorders shall be capable of retaining the information recorded during at least the last 25 hours of their operation. 6.10.3 Flight data recorders — aeroplanes for which the individual certificate of airworthiness is first issued on or after 1 January 1989 6.10.3.1 All aeroplanes of a maximum certificated takeoff mass of over 27 000 kg shall be equipped with a Type I flight data recorder. 6.10.3.2 Recommendation.— All aeroplanes of a maximum certificated take-off mass of over 5 700 kg up to and including 27 000 kg should be equipped with a Type II flight data recorder. 6.10.4 Flight data recorders — aeroplanes for which the individual certificate of airworthiness is first issued after 1 January 2005 All aeroplanes of a maximum certificated take-off mass of over 5 700 kg shall be equipped with a Type IA flight data recorder. 6.10.5 Cockpit voice recorders — aeroplanes for which the individual certificate of airworthiness is first issued on or after 1 January 1987 Note.— Cockpit voice recorder performance requirements are as contained in the Minimum Operational Performance Specifications (MOPS) document for Flight Recorder Systems of the European Organization for Civil Aviation Equipment (EUROCAE) or equivalent documents. 6.10.5.1 All aeroplanes of a maximum certificated takeoff mass of over 27 000 kg shall be equipped with a cockpit voice recorder, the objective of which is the recording of the aural environment on the flight deck during flight time. 6.10.5.2 Recommendation.— All aeroplanes of a maximum certificated take-off mass of over 5 700 kg up to and including 27 000 kg should be equipped with a cockpit voice recorder, the objective of which is the recording of the aural environment on the flight deck during flight time. 28/11/02 No. 22 Chapter 6 Annex 6 — Operation of Aircraft 5/11/98 6.10.6 Cockpit voice recorders — duration 6.10.6.1 A cockpit voice recorder shall be capable of retaining the information recorded during at least the last 30 minutes of its operation. 6.10.6.2 Recommendation.— A cockpit voice recorder, installed in aeroplanes of a maximum certificated take-off mass of over 5 700 kg for which the individual certificate of airworthiness is first issued on or after 1 January 1990, should be capable of retaining the information recorded during at least the last two hours of its operation. 6.10.6.3 A cockpit voice recorder, installed in aeroplanes of a maximum certificated take-off mass of over 5 700 kg for which the individual certificate of airworthiness is first issued after 1 January 2003, shall be capable of retaining the information recorded during at least the last two hours of its operation. 6.10.7 Flight recorders — construction and installation Flight recorders shall be constructed, located and installed so as to provide maximum practical protection for the recordings in order that the recorded information may be preserved, recovered and transcribed. Flight recorders shall meet the prescribed crashworthiness and fire protection specifications. Note.— Industry crashworthiness and fire protection specifications can be found in documents such as the European Organization for Civil Aviation Equipment (EUROCAE) documents ED55 and ED56A. 6.10.8 Flight recorders — operation 6.10.8.1 Flight recorders shall not be switched off during flight time. 6.10.8.2 To preserve flight recorder records, flight recorders shall be de-activated upon completion of flight time following an accident or incident. The flight recorders shall not be re-activated before their disposition as determined in accordance with Annex 13. Note 1.— The need for removal of the flight recorder records from the aircraft will be determined by the investigation authority in the State conducting the investigation with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation. Note 2.— The pilot-in-command’s responsibilities regarding the retention of flight recorder records are contained in 6.10.9. 6.10.9 Flight recorder records The pilot-in-command shall ensure, to the extent possible, in the event the aeroplane becomes involved in an accident or incident, the preservation of all related flight recorder records, and if necessary the associated flight recorders, and their retention in safe custody pending their disposition as determined in accordance with Annex 13. 6.10.10 Flight recorders — continued serviceability Operational checks and evaluations of recordings from the flight data and cockpit voice recorder systems shall be conducted to ensure the continued serviceability of the recorders. Note.— Procedures for the inspections of the flight data and cockpit voice recorder systems are given in Attachment A. 6.11 Mach number indicator All aeroplanes with speed limitations expressed in terms of Mach number shall be equipped with a Mach number indicator. Note.— This does not preclude the use of the airspeed indicator to derive Mach number for ATS purposes. 6.12 Emergency locator transmitter (ELT) Applicable until 30 June 2008 6.12.1 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 January 2002, operated on long-range over-water flights as described in 6.3.3 b) and when operated on flights over designated land areas as described in 6.4, shall be equipped with one automatic ELT. 6.12.2 From 1 January 2005, all aeroplanes operated on extended flights over water as described in 6.3.3 b) and when operated on flights over designated land areas as described in 6.4 shall be equipped with one automatic ELT. 6.12.3 Recommendation.— All aeroplanes should carry an automatic ELT. 22/11/07 No. 26 16A Annex 6 — Operation of Aircraft Part II 5/11/98 6.12.4 ELT equipment carried to satisfy the requirements of 6.12.1, 6.12.2 and 6.12.3 shall operate in accordance with the relevant provisions of Annex 10, Volume III. Applicable from 1 July 2008 6.12.5 Recommendation.— All aeroplanes should carry an automatic ELT. 6.12.6 Except as provided for in 6.12.7, from 1 July 2008, all aeroplanes shall be equipped with at least one ELT of any type. 6.12.7 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 July 2008 shall be equipped with at least one automatic ELT. 6.12.8 ELT equipment carried to satisfy the requirements of 6.12.5, 6.12.6 and 6.12.7 shall operate in accordance with the relevant provisions of Annex 10, Volume III. Note.— The judicious choice of numbers of ELTs, their type and placement on aircraft and associated floatable life support systems will ensure the greatest chance of ELT activation in the event of an accident for aircraft operating over water or land, including areas especially difficult for search and rescue. Placement of transmitter units is a vital factor in ensuring optimal crash and fire protection. The placement of the control and switching devices (activation monitors) of automatic fixed ELTs and their associated operational procedures will also take into consideration the need for rapid detection of inadvertent activation and convenient manual switching by crew members. 6.13 Aeroplanes required to be equipped with a pressure-altitude reporting transponder 6.13.1 From 1 January 2003, unless exempted by the appropriate authorities, all aeroplanes shall be equipped with a pressure-altitude reporting transponder which operates in accordance with the relevant provisions of Annex 10, Volume IV. 6.13.2 Recommendation.— All aeroplanes should be equipped with a pressure-altitude reporting transponder which operates in accordance with the relevant provisions of Annex 10, Volume IV. Note.— The provisions in 6.13.1 and 6.13.2 are intended to support the effectiveness of ACAS as well as to improve the effectiveness of air traffic services. Effective dates for carriage requirements of ACAS are contained in Annex 6, Part I, 6.18.1 and 6.18.2. The intent is also for aircraft not equipped with pressure-altitude reporting transponders to be operated so as not to share airspace used by aircraft equipped with airborne collision avoidance systems. To this end, exemptions from the carriage requirement for pressure-altitude reporting transponders could be given by designating airspace where such carriage is not required. 6.14 Aeroplanes required to be equipped with an airborne collision avoidance system (ACAS II) 6.14.1 Recommendation.— All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 15 000 kg, or authorized to carry more than 30 passengers, for which the individual airworthiness certificate is first issued after 24 November 2005, should be equipped with an airborne collision avoidance system (ACAS II). 6.14.2 All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 15 000 kg, or authorized to carry more than 30 passengers, for which the individual airworthiness certificate is first issued after 1 January 2007, shall be equipped with an airborne collision avoidance system (ACAS II). 6.14.3 Recommendation.— All turbine-engined aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg but not exceeding 15 000 kg, or authorized to carry more than 19 passengers, for which the individual airworthiness certificate is first issued after 1 January 2008, should be equipped with an airborne collision avoidance system (ACAS II). 6.15 Microphones Recommendation.— All flight crew members required to be on flight deck duty should communicate through boom or throat microphones below the transition level/altitude. 22/11/07 No. 26 16B ANNEX 6 — PART II 24/11/05 No. 24 CHAPTER 7. AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT 7.1 Communication equipment 7.1.1 An aeroplane to be operated in accordance with the instrument flight rules or at night shall be provided with radio communication equipment. Such equipment shall be capable of conducting two-way communication with those aeronautical stations and on those frequencies prescribed by the appropriate authority. Note.— The requirements of 7.1.1 are considered fulfilled if the ability to conduct the communications specified therein is established during radio propagation conditions which are normal for the route. 7.1.2 When compliance with 7.1.1 requires that more than one communication equipment unit be provided, each shall be independent of the other or others to the extent that a failure in any one will not result in failure of any other. 7.1.3 An aeroplane to be operated in accordance with the visual flight rules, but as a controlled flight, shall, unless exempted by the appropriate authority, be provided with radio communication equipment capable of conducting two-way communication at any time during flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority. 7.1.4 An aeroplane to be operated on a flight to which the provisions of 6.3.3 or 6.4 apply shall, unless exempted by the appropriate authority, be provided with radio communication equipment capable of conducting two-way communication at any time during flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority. 7.1.5 The radio communication equipment required in accordance with 7.1.1 to 7.1.4 shall provide for communication on the aeronautical emergency frequency 121.5 MHz. 7.1.6 For flights in defined portions of airspace or on routes where an RCP type has been prescribed, an aeroplane shall, in addition to the requirements specified in 7.1.1 to 7.1.5:

Source: https://magyarkozlony.hu/hivatalos-lapok/bfd0d67db9f223889f627fd618725b03526630e2/dokumentumok/d5234fd7275da04023366ab8a434989962a31bdf/letoltes