Avionics requirements for civil aircraft Edition 30/10/2013

Transcription

1 Avionics requirements for civil aircraft Edition 30/10/2013 Civil aircraft Communication requirements Domain Programme Area VHF Com 8.33 KHZ Equipment The probability of the loss of voice communication is better than or equal to remote. Depending of the size of the aircraft and the kind of operation, this could mean that only one set of 8.33kHz COM is required. ECAC Airspace Mandatory carriage above FL195 from 15 March Below FL195: the European published the new voice channels spacing implementing rule in the Official Journal of the EU on the 16 November 2012 as Regulation (EU) No 1079/2012 Airworthiness or Operational For guidance on airworthiness and operational aspects se JAA TGL 7 Rev 1 See also EASA NPA Remarks Below FL195: Europe has agreed to extend the use of 8.33 khz radios in three phases: Phase 1 (from 17 November 2013): all new VHF radios are required to be 8.33 khz capable. Phase 2 (2014), a small number of control sectors in the most frequency congested areas in which most aircraft are already 8.33 khz capable will require 8.33 khz radio equipage. VHF Com Immunity from FM radio broadcasts Controller-Pilot Data Link Communications (CPDLC) ATN/VDL Mode 2 All VHF Comm. equipment 3rd VHF Digital Radio, also either: Communications Management Unit (CMU) and Multifunction Control Display Unit (MCDU), or Air Traffic Service Unit (ATSU) and Dedicated Control and Display Unit (DCDU) or Integrated solution (e.g. Boeing FANS2) or Electronic Flight Bag solution (TBD) SES Data Link Services Implementing Rule - EC Reg. No. 29/2009 for above FL 285 Core Europe (LINK Region): Feb 2013 Rest of EU: Feb 2015 For guidance see JAA TGL16 EASA Special Condition on ATN B1 Data Link installation. Phase 3 (2018), aims for full deployment in all European airspace, however European States can propose to delay deployment in areas that have a limited network impact. Some states may have exempted from the requirement, Airframe Dates Forward Fit : Jan 2011 Retro Fit : Jan 2015 ** Additional information Link Programme Website

2 Civil aircraft Navigation requirements Domain Programme Area Equipment ECAC Airspace Airworthiness or Operational Remarks ILS ILS NAV receiver Terminal aid available at most airports. MLS MLS receiver EU OPS Terminal aid available at London Heathrow. Under consideration at other airports B-RNAV P-RNAV RVSM APV/Baro VNAV RNAV systems capable of NM accuracy RNAV systems capable of NM accuracy ICAO Min. Aircraft System Performance Standard (MASPS) Mandatory all en-route airspace. Mandated From FL 290 to FL410 Under consideration at selected airports See EASA AMC 20 5 and FAA See EASA AMC 20 5, FAA and JAA TGL10 - Revision 1 OPS approval required to fly P- RNAV JAA TGL 6 Revision1 and EU OPS 1 Subpart L (1.872) See AMC See also FAA documents AC20-138, AC20-130A AC RNP-RNAV Under consideration See AMC SBAS APV I /II s for SBAS receivers are contained in ICAO annex 10 Volume 1. Also see specification RTCA DO 229C and FAA TSO C145/146A Under consideration at selected airports. PBN Approach map tool is available (via OneSky account, login and password can be obtained through the OneSky interface). See AMC EASA AMC Certification Memorandum (CM) consultation period finished (June 2012) The address for accessing the tool is: ntrol.int/ ol.int/pbn/ For ECAC airspace the primary sources of navigation information are VOR/DME, DME/DME and GPS. The availability and continuity of VOR and DME coverage have been calculated for most of Europe and they are considered to be capable of meeting the requirements of the en-route phase of operations. Currently being introduced (whilst no ECAC-wide mandate for the carriage of P-RNAV is foreseen, some States may require P-RNAV certification for IFR operations in notified terminal airspace). See additional details at: APV is to be introduced as a replacement for NPA and therefore a means to reduce CFIT incidents by providing aircraft a stabilised approach. Currently SBAS will not be capable to provide CAT 1 precision approach but may provide lower minima than APV/Baro VNAV. 4D RNAV Under consideration Long term objective GBAS CAT 1 GBAS equipment Under consideration at See AMC is contained in selected airports. First full and AMC aircraft multi mode receiver (MMR). GBAS performance specification is operational implementation (DFS) in Bremen with GLS approaches to CAT I (200ft) decision height. contained in RTCA DO 253a LAAS receiver MOPS GBAS SARPS for Cat 1 became applicable in Nov 2001 (refer to ICAO SARPS annex 10 volume 1) Also see specification RTCA DO 229C and FAA TSO C145/146 Ongoing approval processes in Spain, Australia, the USA and Russia with the expectation to have over 20 approved stations worldwide by end of 2013.

3 Civil aircraft Surveillance requirements Domain Programme Area Emergency Locator / ELT Equipment MANDATED 1/1/2002 ECAC Airspace Consult National A.I.P Airworthiness or Operational See EU OPS 1 Subpart L (1.820) Remarks ICAO Worldwide aircraft requirement. ICAO SARPS Annex 6 Part 1, para 6.17 See also EU OPS 1 subpart K (1.820) All aircraft with a C of A after 1/1/2002 shall be equipped with an automatic ELT capable of transmitting on 121.5MHz and 406MHz.Aeroplanes with a C of A before 1/1/2002 must have any type of ELT capable of transmitting on 121.5MHz and 406MHz. SSR Mode A/C (Surveillance with Altitude reporting) ICAO Annex 10 Volume IV Chapter 2 Mandated The publication of EASA Certification Specification for Airborne Communications, Navigation and Surveillance (CS- ACNS), providing the avionics certification documentation in line with regulation EU No 1207/2011, is expected to be published late Following the standard EASA NPA consultation process, it is expected to include requirements and acceptable means of compliance for Mode A/C only surveillance. An Operator shall ensure that all ELTs that are capable of transmitting on 406Mhz shall be coded in accordance of and registered with the national agency responsible for initiating a search & rescue service. The requirement within each National Airspace can vary therefore refer to National AIC s and AIP s SSR Mode S Elementary Surveillance (ELS) SARPS Amendment 77 or later Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage The CS-ACNS will be compliant with Implementing Rule (IR) (EU) No 1207/2011. JAA TGL13 Revision 1 or latest EASA released document. This will be replaced by EASA Certification Specification for Airborne Communications, Navigation and (IR) (EU) No 1207/2011 specifies overall airborne equipage deadlines, however, the requirement within each State's jurisdiction can vary. Therefore refer to National AICs and AIPs. Mode S ELS is already in operational use within MUAC airspace, and the

4 requirements for Mode S ELS. However, existing State mandates that stipulate equipage compliance earlier than the dates specified in this rule remain applicable. It should also be noted that some States, e.g Ge and Nl have published mandates requiring aircraft flying VFR to be compliant with Mode S ELS. Surveillance (CS- ACNS), providing the avionics certification documentation in line with regulation EU No 1207/2011, which is expected to be published Q Following the standard EASA NPA consultation process, it is expected to include requirements and acceptable means of compliance for Mode A/C only surveillance. The CS-ACNS will be compliant with Implementing Rule (IR) (EU) No 1207/2011. designated airspace of a number of States including DE, NL, and FR., CH, AT, IT, CZ, HU, and RO In some States the requirement is also applicable for flights conducted as VFR. ELS operations will extend to all of the airspace defined in Article 1(3) of Regulation (EC) No 551/2004 of the European Parliament and of the Council, by not later than 02 January Note that local requirements remain in force and are supplemented by EU1207/2011. SSR Mode S Enhanced Surveillance (EHS) SARPS Amendment 77 or later Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for Mode S EHS. However, existing State mandates that stipulate equipage compliance earlier than the dates specified in this rule remain applicable. EHS is currently mandated currently in designated airspace of France, Germany, the United Kingdom and the Czech Republic. EHS is also mandated above FL 245 in the airspace of Belgium and the Netherlands (within airspace delegate to MUAC). If an exemption against the carriage and operation of Mode S EHS airborne equipment is required, the operator of the aircraft shall apply to the appropriate National Aviation EASA AMC Previous certification with JAA NPA 20-12a remains valid. Guidance Document for MEL Policy JAA TGL 26 These will be replaced by EASA Certification Specification for Airborne Communications, Navigation and Surveillance (CS- ACNS), providing the avionics certification documentation in line with regulation EU No 1207/2011, which is expected to be published Q Following the standard EASA NPA consultation process, it is expected to include requirements and acceptable means of compliance for Mode A/C only surveillance. The CS-ACNS will be compliant with Implementing Rule (IR) (EU) No 1207/2011. (IR) (EU) No 1207/2011 specifies overall airborne equipage deadlines, however, as detailed in two columns to the left, the current requirement within each State's jurisdiction can vary. Therefore refer to National AICs and AIPs The requirement is likely to be expanded into other portions of ECAC airspace. Thus National AICs and AIPs should be consulted. Note that local requirements remain in force and are supplemented by EU1207/2011

5 Authorities. ADS -B Automatic Dependant Surveillance Broadcast ADS-B Out Transmit System: EASA ETSO / C166b EUROCAE ED- 102A / RTCA DO-260B Doc Ed.2 ADS-B Out Horizontal Position Source: EASA ETSO- 129a (plus specific CS- ACNS qualifications). Operators should note that a separate exemption will be required from each of the Mode S implementing States within which flights are planned to take place. Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for ADS-B Out. EASA Certification Specification for Airborne Communications, Navigation and Surveillance (CS- ACNS), providing the avionics certification documentation in line with regulation EU No 1207/2011, which is expected to be published Q Following the standard EASA NPA consultation process, it is expected to include requirements and acceptable means of compliance for Mode A/C only surveillance. Standards and implementation timescales are being coordinated with FAA, Airservices Australia and NAV CANADA. Ground implementation commitment from ISAVIA, AVINOR, LVNL and NAV Portugal, The CS-ACNS will be compliant with Implementing Rule (IR) (EU) No 1207/2011. EASA AMC remains applicable for initial implementations of ADS-B Out in a non-radar environment.

6 Civil aircraft Safety Assurance requirements Domain Programme Area ACAS ll Equipment TCAS ll Software Version 7.0 or 7.1 (adjacent column) vol.4, PANS OPS Doc PANS ATM Doc ICAO Doc 9863 (ACAS Manual) ICAO Annex 6, Operation of Aircraft, Part 1 International Commercial Air Transport Aeroplanes. European Implementing Rule 1332/2011 ECAC Airspace European Union Airspace: TCAS II version 7.1: - all (civil) aircraft with a maximum certified take-off mass exceeding 5,700 kg or authorised to carry more 19 passengers from 1 March 2012; - with the exception of aircraft with an individual certificate of airworthiness issued before 1 March 2012 that must be equipped as of 1 December 2015; - Aircraft not referred above but which will be equipped on a voluntary basis with ACAS II, must be equipped with version 7.1. Airworthiness or Operational EU-OPS 1 Subpart K (1.668) European Implementing Rule 1332/2011 For certification JAA TGL 8 Revision 2 For pilot training and operational procedures ICAO PANS-OPS Doc 8168, ICAO Doc 9863 and JAA TGL11. Guidance Document for MEL Policy JAA TGL 26 Remarks MEL for TCAS II throughout Europe is Class A - 10 days (excluding the day of discovery). MEL requirements concerning partial failures are listed in the TGL 26. Some States may have different requirements. E.g. in German airspace, the time period during which TCAS II may be inoperative is reduced to 3 days (refer to German AIP GEN 1.5 para 5). This applies to all aircraft. Some States temporarily waived the TCAS II version 7.1 equipage requirement by NOTAM (check applicable NOTMAs) EGPWS/TAWS ICAO ANNEX 6 part 1: Operation of Aircraft, 6.15; Part II: Operation of Aircraft, 6.9. Flight Data Monitoring ECAC (outside EU airspace): All civil fixed-wing turbineengined aircraft with a maximum take-off mass over 5,700 kg, or capable of carrying more than 19 passengers, must be equipped with TCAS II version 7.0. JAA TGL No. 12 EU OS 1 Subpart K (1.665) An operator shall not operate a turbine powered aeroplane having a maximum certificated take-off mass in excess of kg or a maximum approved passenger seating configuration of more than nine unless it is equipped with a ground proximity warning system that includes a predictive terrain hazard warning function (terrain awareness and warning system TAWS). Awaiting EASA adoption Note ICAO world wide mandate For further guidance on EGWPS airworthiness requirements: refer to your state regulator. Proposal is for aircraft > 27,000kg to be equipped with a suitable electronic flight data recorder or quick access recorder where flight data can be regularly replayed for purposes of crew monitoring.

7 Avionics requirements for State aircraft Edition 30/10/2013 State aircraft Communication requirements Civil Capability s 25 khz VHF Voice 2 sets of VHF Transceivers with 25 khz channel spacing 8.33 khz VHF 2 Sets of VHF Voice Transceivers with 8,33 KHZ channel spacing Mandate Status Mandated for non- 8.33kHz area, e.g. below FL 245 Mandatory carriage above FL195 from 15 March Carriage applicable also below FL195 from 17 November It applies to all State aircraft with transition arrangements for technical and procurement constraints including handling on VHF 25 khz or UHF by ANSPs State Aircraft equivalent equipage 2 sets of 8.33 khz VHF radios are mandated by JAR-OPS, JAA TGL7 for civil aircraft. It remains to be defined a similar backup policy for State aircraft when equipped with one 8.33 khz VHF radio and UHF. EC regulation 1079/2012 (Article 9) contains arrangements for State aircraft Above FL 195 non-transport type State aircraft when justified by procurement constraints are to equip by 31 December 2015 at the latest All State aircraft entering into service (or suffering major mid life upgrades) after 01 January 2014 to be equipped (Forward Fit) Retrofit all State aircraft by 31 December 2018 Transition Arrangements are possible due to technical, budgetary or procurement constraints with communication to the by 30 June 2018 and equipage by 31 December 2020 at the latest Exempted: All State aircraft that go out of service by 31 December 2025 VHF FM Immunity Controller-Pilot Data Link Communications (CPDLC) ATN/VDL Mode 2 ILS and VOR receivers to be protected against interference from VHF broadcast. FM immune VHF equipment is to be used CPDLC application over ATN/VDL Mode 2 (or other communication protocols). Mandated for en-route and airports as specified in national AIPs EC regulation 29/2009 requires implementation by ATS providers of data link services for above FL 285 In Core Europe (LINK Region): February 2013; Rest of EU: February ATS providers are to accommodate non-equipped State Aircraft on UHF or VHF 25 khz, provided safety ensured. Publication in national aeronautical information publication (AIP) of applicable procedures is also required. Exemptions for State a/c may still be negotiated on a bilateral basis. See national AIPs. The EC regulation 29/2009 includes provisions on State aircraft. Member States which decide to equip new transport type State aircraft entering into service from 01 January 2014 with data link capability relying upon standards which are not specific to military operational requirements, shall ensure that those aircraft have the capability to operate the data link services defined in the Regulation (with ATN/VDL Mode 2 data link or other communications protocol). Technical guidance: EASA Special Condition on ATN B1 Data Link installation.

8 State aircraft Navigation requirements Capability Civil s Mandate Status State Aircraft equivalent equipage ILS ILS Nav receiver Available as part of Multi-Mode Receiver (MMR) MLS MLS receiver (EU OPS 1.865) Available as part of Multi-Mode Receiver (MMR) B-RNAV RNAV systems capable of NM accuracy Mandatory all en-route airspace. See EASA AMC 20 5 and FAA For ECAC airspace the primary sources of navigation information are VOR/DME, DME/DME and GPS. The availability and continuity of VOR and DME coverage have been calculated for most of Europe and they are considered to be capable of meeting the requirements of the en-route phase of operations. State aircraft are exempted from the B- RNAV mandatory requirement. Within TMAs, non B-RNAV State aircraft should be routed via non-rnav-based SIDs and STARs. For en route, State aircraft should be routed via VOR/DME-defined ATS routes or via conventional navigation aids. See national AIPs. P-RNAV RVSM RNAV systems capable of NM accuracy (See EASA AMC 20 5, FAA and JAA TGL10 - Revision 1 OPS approval required to fly P- RNAV) ICAO Min. Aircraft System Performance Standard (MASPS) The RVSM MASPS include: (1) Two independent, cross-coupled altitude measurement systems; (2) One automatic altitude control system (±65'); (3) One altitude alert system (±300'/±50'); (4) One SSR altitude reporting transponder (5) RVSM compliant avionics configuration. (See JAA TGL 6 Revision1 and EU OPS 1 Subpart L (1.872)) Mandated From FL 290 to FL410 Currently being introduced (whilst no ECACwide mandate for the carriage of P-RNAV is foreseen, some States may require P-RNAV certification for IFR operations in notified terminal airspace). For certain TMAs for aircraft that are not approved for P-RNAV operations conventional procedures may continue to be available as stated in national AIPs State aircraft benefit from RVSM exemption. Military aircraft operating as GAT which are non MASPS RVSM compliant are allowed in RVSM airspace but are subject to 2000ft vertical separation from all other aircraft. However, States are requested to adapt their State aircraft for RVSM approval, to the extent possible, and especially those aircraft used for General Air Traffic (GAT). There is no exemption for State aircraft to operate as GAT within RVSM airspace with a 1000 ft vertical separation minimum without an RVSM approval. The absence of such approval does not mean that State aircraft cannot access RVSM-designated airspace, but it does require a separation of 2000 ft to be observed and a separate flight plan to be filed. On 31 st October 2012 the Military ATM Board endorsed the EUROCONTROL Guidance Material for the Certification and Operation of State Aircraft in European RVSM Airspace. See additional details at: and APV/Baro VNAV Under consideration at selected airports (See AMC See also FAA documents AC20-138, AC20-130A AC20-129) APV is to be introduced as a replacement for NPA and therefore a means to reduce CFIT incidents by providing aircraft a stabilised approach. Specific applicability to State aircraft not

9 RNP-RNAV SBAS APV I /II s for SBAS receivers is contained in ICAO annex 10 Volume 1 Also see specification RTCA DO 229C and FAA TSO C145/146A Under consideration (See AMC 20-26) Under consideration at selected airports. PBN Approach map tool is available (via OneSky account, login and password can be obtained through the Onesky interface). The address for accessing the tool is: tp://prismenewgis.hq.corp.eurocontrol.int/pbn / defined. May be considered in the context of PBN. Specific applicability to State aircraft not defined. May be considered in the context of PBN. Currently SBAS will not be capable to provide CAT 1 precision approach but may provide lower minima than APV/Baro VNAV. Specific applicability to State aircraft not defined. May be considered in the context of PBN. 4D RNAV Under consideration Long term objective. Specific applicability to State aircraft not defined. GBAS Cat 1 GBAS equipment is contained in aircraft multi mode receiver (MMR). GBAS performance specification is contained in RTCA DO 253a LAAS receiver MOPS Under consideration at selected airports. First full operational implementation (DFS) in Bremen with GLS approaches to CAT I (200ft) decision height. GBAS SARPS for Cat 1 became applicable in Nov 2001 (refer to ICAO SARPS annex 10 volume 1) Also see specification RTCA DO 229C and FAA TSO C145/146 Specific applicability to State aircraft not defined. May be considered at a later stage taking due account available MMR capability.

10 State aircraft Surveillance requirements Capability SSR Mode A+C SSR Mode S Elementary Surveillance (ELS) Civil s Mode A/C airborne transponder SARPS Amendment 77 or later Basic Functionality required: Automatic reporting of Aircraft Identity Transponder capability report Altitude reporting in 25 ft intervals Flight status SI Code capability Mandate Status Mandated for IFR/GAT, and for VFR/OAT in 'designated airspace' However, note Mode S requirement below Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for Mode S ELS in State aircraft. For State aircraft that can t be equipped in due time the IR describes transitional arrangements and mandates ANSPs to accommodate Non equipped state aircraft within the safety limits of their system. These limits have to be justified annually to their Member State. State Aircraft equivalent equipage (IR) (EU) No 1207/2011 specifies overall airborne equipage deadlines, however, the requirement within each State's jurisdiction can vary. Therefore refer to National AICs and AIPs. Mode S ELS is already in operational use within MUAC airspace, and the designated airspace of a number of States including DE, NL, and FR., CH, AT, IT, CZ, HU, and RO In some States the requirement is also applicable for flights conducted as VFR. ELS operations will extend to all of the airspace defined in Article 1(3) of Regulation (EC) No 551/2004 of the European Parliament and of the Council, by not later than 02 January Non-compliant State aircraft: All State aircraft not yet compliant with Mode S ELS requirements need a dispensation for flights in ELS and EHS notified airspace. For more details: consult (IR) (EU) No 1207/2011 and SSR Mode S Enhanced Surveillance (EHS) SARPS Amendment 77 or later Basic Functionality + 8 Downlinked Aircraft Parameters (DAPs) Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for Mode S EHS in transport type State aircraft. EHS equipment is only required for "transport type" State aircraft. "Transport type" State aircraft are liable for EHS equipage when flying IFR/GAT in EHS designated airspace, all DAPs are available, MTOM is 5700 kg or more and maximum cruising true airspeed is in excess of 250 kts. For State aircraft that can t be equipped in due time the IR describes transitional arrangements and mandates ANSPs to accommodate Non equipped state aircraft within the safety limits of their system. These limits have to be justified annually to their Member State EHS is currently mandated currently in designated airspace of DE, FR and GB Non-compliant State aircraft: Transport-type State aircraft assessed to be EHS capable but not yet compliant with EHS requirements need a dispensation for flights in EHS notified airspace. Transport-type State aircraft assessed to be non-ehs capable do NOT need a dispensation for flights in EHS notified airspace. They must as a minimum however, be compliant with Mode S ELS requirements. ADS-B ADS-B Out Transmit System: EASA ETSO / C166b Also mandated above FL 245 in the airspace of BE and the NL (within airspace delegated to MUAC). Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance For more details: consult (IR) (EU) No 1207/2011 and For more details: consult (IR) (EU) No 1207/2011 and EASA Certification Specification for

11 EUROCAE ED-102A / RTCA DO-260B Doc Ed.2 ADS-B Out Horizontal Position Source: EASA ETSO / C129a (plus specific CS-ACNS qualifications). for the single European sky) specifies the airborne equipage requirements for ADS-B Out. in transport type State aircraft Airborne Communications, Navigation and Surveillance (CS- ACNS), providing the avionics certification documentation in line with regulation EU No 1207/2011, which is expected to be published Q Following the standard EASA NPA consultation process, it is expected to include requirements and acceptable means of compliance for Mode A/C only surveillance. The CS-ACNS will be compliant with Implementing Rule (IR) (EU) No 1207/2011. EASA AMC remains applicable for initial implementations of ADS- B Out in a non-radar environment.

12 State aircraft Safety Assurance requirements Capability ACAS II (TCAS v 7.0 or above) Civil s European Union Airspace: TCAS II version 7.1: - all (civil) aircraft with a maximum certified takeoff mass exceeding 5,700 kg or authorised to carry more 19 passengers from 1 March 2012; - with the exception of aircraft with an individual certificate of airworthiness issued before 1 March 2012 that must be equipped as of 1 December 2015; Mandate Status Mandated for EUR Region (including FIR Canarias) by ICAO European Implementing Rule 1332/2011 in EU airspace State Aircraft equivalent equipage ACAS mandate applies only to civil aircraft. Military authorities voluntarily committed to equip transport-type aircraft. In Germany, carriage and operation of ACAS II (i.e. version 7.0 or 7.1) by military transport aircraft is mandatory, see AIC IFR MAR 03. Regulation 1332/2011 of 16/12/2011 mandated TCAS version 7.1 making reference to EASA Basic Regulation (216/2008) in respect to its applicability where military aircraft are excluded. The adoption of TCAS version 7.1 for transport type State aircraft may not seen as mandatory, in regulatory terms, but it is strongly encouraged for safety reasons. - Aircraft not referred above but which will be equipped on a voluntary basis with ACAS II, must be equipped with version 7.1. For more details consult: ECAC (outside EU airspace): All civil fixedwing turbine-engined aircraft with a maximum take-off mass over 5,700 kg, or capable of carrying more than 19 passengers, must be equipped with TCAS II version 7.0. Enhanced Ground Proximity Warning System (EGPWS) / Terrain Awareness Warning system (TAWS) Applicable to aircraft with: (1) MCTM>5700kg or a more than 30seats and a C of A issued after 1/1/2001; (2) same MTCM and if 9 seats or more and C of A issued after 1/1/2004; (3) same MCTM and 9 seats or more and already equipped with GPWS - no TAWS required Mandated from JAN 2003 Note: If MCTM>15000kg or passengers >30 the date is 01JAN 2005 and if MCTM>5700kg or passengers > 9 the date is 01JAN 2007 Applicability to State a/c not defined. This is not an ATM/CNS as stated in ICAO Annex 6 Part 1. Paras to