OPERATIONAL EVALUATION REPORT AIRBUS

Operational Evaluation Report – Airbus A330, A350 Revision 1 – 04 JULY 2018

ANAC, Brazil 1

OPERATIONAL EVALUATION REPORT

AIRBUS

A330, A350

GRUPO DE AVALIAÇÃO DE AERONAVES – GAA

BRAZILIAN AIRCRAFT EVALUATION GROUP

REVISION 01 – JULY 04TH, 2018


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GRUPO DE AVALIAÇÃO DE AERONAVES (GAA)

Aircraft Evaluation Group

Airbus A330

Airbus A350


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ANAC

Original issue

Marcelo Luiz de Oliveira Portela A350-900 Chairman

Henrique Helms Evaluator Pilot and Test Subject

Luiz Fernando Collares Test Subject

Revision 01

Guilherme dos Santos Macedo A330 Chairman

Jayme Alves dos Sanos Junior Evaluator Pilot and Test Subject


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OPERATIONAL EVALUATION REPORT

AIRBUS

A330, A350

Felipe Gonzales Gonzaga

Manager, Training Organizations Certification Branch

Department of Flight Standards


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Revision Record

Revision Nº. Content Date

Original Initial A350-900 Operational Evaluation 09 DEC 2015

Revision 1 Insertion of A330-200/200F/300/900 information 04 JUL 2018


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Index

Revision Record .................................................................................................................................... 5

Index ..................................................................................................................................................... 6

Acronyms ............................................................................................................................................. 7

1. INTRODUCTION ............................................................................................................................ 9

2. DEFINITIONS – TERMINOLOGY .................................................................................................. 10

3. SUMMARY AIRCRAFT DESCRIPTION .......................................................................................... 11

4. PILOT TYPE RATING .................................................................................................................... 16

5. Master DIFFERENCE RequirementS (MDR) ................................................................................ 17

6. Operator Differences RequirementS (ODR) ............................................................................... 18

7. SPECIFICATIONS FOR PILOT TRAINING ...................................................................................... 18

8. SPECIFICATIONS FOR CHECKING ................................................................................................ 27

9. SPECIFICATIONS FOR RECENT EXPERIENCE AND CURRENCY..................................................... 27

10. FLIGHT SIMULATION TRAINING DEVICES (FSTD) AND OTHER TRAINING DEVICES (OTD) ......... 27

11. COMPLIANCE WITH RBHA 91 AND RBAC 121 ............................................................................ 28

12. OPERATION OF MORE THAN ONE TYPE OR VARIANT ............................................................... 28

13. TECHNICAL PUBLICATIONS ........................................................................................................ 31

14. MISCELLANEOUS ........................................................................................................................ 31

APPENDIX 1 ........................................................................................................................................ 33

APPENDIX 2 ........................................................................................................................................ 34

APPENDIX 3 ........................................................................................................................................ 35

APPENDIX 4 ........................................................................................................................................ 36

APPENDIX 5 ........................................................................................................................................ 37

APPENDIX 6 ........................................................................................................................................ 38

APPENDIX 7 ........................................................................................................................................ 39

ANNEX 1 ............................................................................................................................................. 41


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Acronyms

ATO ............................ Approved Training Organization

AFCS........................... Automatic Flight Control System

AFM ........................... Airplane Flight Manual

ANAC ......................... Agência Nacional de Aviação Civil

AOM .......................... Airplane Operations Manual

A/THR ........................ Auto Thrust

AP .............................. Autopilot

ATO ............................ Approved Training Organization

CDL ............................ Configuration Deviation List

CRM ........................... Crew Resource Management

CFIT ............................ Controlled Flight Into Terrain

CTR ............................ Common Type Rating

DES ............................ Descent Mode on Autopilot

EASA .......................... European Aviation Safety Agency

ECAM ......................... Electronic Centralized Aircraft Monitoring

ECL ............................ Electronic Checklist

EFB ............................. Electronic Flight Bag

FAA ............................ Federal Aviation Administration

FBW .......................... Fly By Wire

FCOM ......................... Flight Crew Operating Manual

FCTM ......................... Flight Crew Training Manual

FCU ............................ Flight Control Unit

FD .............................. Flight Director

FFS ............................. Full Flight Simulator

FMA ........................... Flight Mode Annunciator

FMS ............................ Flight Management System

FSTD .......................... Flight Simulation Training Device

GAA ........................... Grupo de Avaliação de Aeronaves (Brazilian Aircraft Evaluation Group)

HPA ............................ High-Performance Aircraft

HUD ........................... Head-Up Display

IAC ............................. Instrução de Aviação Civil (Civil Aviation Instruction)

INSPAC ....................... Inspetor de Aviação Civil (Civil Aviation Inspector)

IS ................................ Instrução Suplementar (Supplementary Instruction)

KCCU .......................... Keyboard and Cursor Control Unit

LIFUS .......................... Line Flying Under Supervision


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LVO ............................ Low Visibility Operations

MDR .......................... Master Differences Requirements

MEL ............................ Minimum Equipment List

MFD ........................... Multi Function Display

MFF ............................ Multi Fleet Flying

MLTE .......................... Habilitação de classe avião multimotor terrestre (multi engine – land

airplane class rating)

MLW .......................... Maximum Landing Weight

MMEL ........................ Master Minimum Equipment List

MTOW ....................... Maximum Take Off Weight

ND .............................. Navigation Display

ODR .......................... Operator Differences Requirements

OEB ............................ Operational Evaluation Board

OIS ............................. Onboard Information System

OSD ............................ Operational Suitability Data

OTD ........................... Other Training Device

PF ............................... Pilot Flying

PFD ............................ Primary Flight Display

PIC ............................. Pilot In Command

POI ............................. Principal Operations Inspector

RA .............................. Resolution Advisory

RBAC .......................... Regulamento Brasileiro de Aviação Civil

RBHA ......................... Regulamento Brasileiro de Homologação Aeronáutica

RVSM ......................... Reduced Vertical Separation Minimum

SFF ............................. Single Fleet Flying

SOP ............................ Standard Operating Procedure

TASE ........................... Training Areas of Special Emphasis

TAWS ......................... Terrain Awareness and Warning System

TCAS .......................... Traffic Alert and Collision Avoidance System

TCDS .......................... Type Certification Data Sheet

VD .............................. Vertical Situation Display

WXR ........................... Weather Radar

XPDR .......................... Transponder


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1. INTRODUCTION

1.1. Background

In 2015, an operational evaluation campaign of the A350 was conducted by the ANAC Aircraft

Evaluation Group (GAA) assisted by two pilots from other ANAC branches. The configuration

assessed was the A350-900 without HUD, as this is an optional feature.

The proposed initial type rating training for the Airbus A350-900, called Standard Transition

Course, was evaluated at Airbus Training Center facilities in Blagnac - France from July 28th until

September 4th, 2015.

This evaluation used the T5 Test from IAC 121-1009 as guidance and it was considered

satisfactory. Therefore the Cross Crew Qualification Course (CCQ - from A320 to A350) and the

Differences Course (CTR - from A330 to A350) evaluations were performed by documental

analysis, using the OSD Flight Crew Report for A350 from Airbus, dated May 5th, 2015 as reference.

In April 2018, an operational evaluation campaign of the A330-900 was conducted by the ANAC

GAA. The objective of this operational evaluation was to demonstrate that the A330-900 is a

variant of the A330-300. Together with this evaluation, the ANAC GAA validated the previous A330

models (present in the ANAC TCDS N° EA-9806) operational suitability information using the EASA

A330/A350 Operational Suitability Data (OSD) Flight Crew (Issue 5) report.

All recommendations made in this document are based on the evaluations of these aircraft

models, equipped in a given configuration and in accordance with the current regulations and

instructions.

Modifications and upgrades to the aircraft evaluated can require additional GAA assessment for

type designation, training / checking / currency, operational credits, and other elements within the

scope of the operational evaluation of aircrafts.

1.2. Objective

The objective of this report is to present the ANAC results from the operational evaluation

campaign of Airbus model A350-900 and A330.

1.3. Purpose

The purpose of this report is to:

� Define the Pilot Type Rating assigned for the models A350-900 and A330;

� Define the requirements for training, checking and currency applicable to flight crew for

the models A350-900 and A330, and functionalities;

� Present the compliance of models A350-900 and A330 with the requirements of the

RBHA 91 and RBAC 121;

� Provide information relative to Airbus family concept and A350 and A330 specifics,

operations of A330-A350 variants in Single Fleet Flying concept and operations of more

than one type (Mixed Flying Fleet Concept);

� Describe the required Flight Simulation Training Devices (FSTD) for crew training,

checking and currency.


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1.4. Applicability

This report is applicable to:

� Brazilian operators of models A350-900 and A330 under RBHA 91 and RBAC 121

requirements;

� Approved Training Organizations certified under RBAC 142 (Training Centers);

� Civil Aviation Inspectors (INSPAC) related to safety oversight of models A350-900 and

A330;

� ANAC Principal Operations Inspectors (POIs) of models A350-900 and A330 operators.

1.5. Cancellation

This report cancels and replaces ANAC letter 036/2015/GAA/GCOI/SPO, dated 26 Out 2015.

2. DEFINITIONS – TERMINOLOGY

• Base aircraft: an aircraft used as a reference to compare differences with another aircraft.

• Candidate aircraft (also referred to as difference aircraft) means aircraft subject to the

evaluation process.

• The term “Common Type Rating” (CTR) differences training is used in this report to outline

the differences training program from a base aircraft to a specific difference aircraft when

maximum Level D differences have been assigned in the MDR table. In this case, the base

aircraft and the candidate aircraft are assigned a single license endorsement.

• The term "Cross Crew Qualification" (CCQ) is used in this report to outline the differences

training program (reduced type rating course) from a given base aircraft to a specific

difference aircraft when Level E differences have been assigned in the MDR table. In this

case, the base aircraft and the candidate aircraft are assigned a different license

endorsement. The term CCQ is reserved for such courses between Airbus Fly-By-Wire

types.

• The term “Standard transition”, as applied in this report, refers to the full transition

program (full type rating) for a given aircraft type.

• The term "SINGLE FLEET FLYING” (SFF) is a definition still not used by ANAC, but it involves

a very useful concept. It is used to outline the operations by the same pool of pilots of

aircraft having been assigned a common type rating. In context of this report, SFF applies

to the operation by the same pool of pilots of A330 and A350.

• The term "MIXED FLEET FLYING” (MFF) – operation of a base aircraft and one or more

related aircraft for which credit may be taken for training, checking, and/or currency

events. The operational evaluation process defines minimum training, checking, and

currency difference levels between related aircraft.


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3. SUMMARY AIRCRAFT DESCRIPTION

3.1. A350-900

The Airbus model A350-900 is a long-range, twin-engine wide-body aircraft developed by Airbus. It

is the first Airbus with both fuselage and wing structures made primarily of carbon-fiber-

reinforced polymer.

It is a low wing pressurized airplane, powered by two high by-pass ratio wing mounted turbofan

engines, the Rolls-Royce Trent XWBs. The tricycle landing gear is fully retractable, designed to be

operated on paved runways only. The panel has glass cockpit with six displays and presents the

“dark and quiet” cockpit concept. The operation is based on the use of the FMS and it is featured

with autopilot, flight director and auto-thrust.

The Fly-By-Wire (FBW) system provides closed-loop control and monitoring of all primary and

secondary flight control surfaces within the system.

The minimum crew is two pilots. The maximum number of passenger seats is 440 (depending on

the cabin configuration).

The A350-900 is certified for Day, Night, VFR and IFR flights to a maximum operating altitude of

43.100 feet. The A350-900 is also approved for flight into known icing conditions and extended

operations over water.

The A350-900 is certified in accordance with RBAC 25. It is listed on ANAC Type Certificate Data

Sheet (TCDS) Number EA-2015T08 as the model A350-941. Airbus received their ANAC type

certificate on 14 Aug. 2015.

A summary of the airplane specification is presented in the table below. For more information, the

TCDS issued by ANAC Product Certification Branch (Gerência Geral de Certificação de Produto

Aeronáutico – GGCP/SAR) may be consulted. In case of information disagreement between the

table below and the TCDS, this last source shall prevail.

Table 1 – A350-900 information

Airbus A350-900

Certification Basis RBAC 25

Engine Two Rolls Royce Trent XWB-84 Turbofan (374 kN)

Minimum Crew Two pilots

Maximum Passengers Up to 440

Maximum Weights

Maximum Takeoff Weight (MTOW): 275 t (590,800 lb)

Maximum Landing Weight (MLW): 207 t (451,900 lb)

Maximum Zero Fuel Weight (MZFW): 195.7 t (423,300 lb)

Speeds

Maximum operating (MMO): 0.89

Maximum operating(VMO): 340 kias

Landing Gear Operation (VLO): 250 KIAS / 0.55

Landing Gear Extended (VLE): 220 KIAS

Altitude Maximum Operating Altitude: 43,100 ft

Temperature From -54oC to +55oC at -2,000 ft

From -80oC to -36oC at maximum flight level


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Figure 1: A350-900 Lateral and Front Views


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Figure 2: A350-900 Upper View


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3.2. A330

The Airbus model A330 is a medium to long-range, twin-engine wide-body aircraft. It is a low wing

pressurized airplane, powered by two high by-pass ratio wing mounted turbofan engines. The

tricycle landing gear is fully retractable, designed to be operated on paved runways only. The

panel has glass cockpit with six displays and presents the “dark and quiet” cockpit concept. The

operation is based on the use of the FMS and it is featured with autopilot, flight director and auto-

thrust.

ANAC has certified the A330 in the following series: A330-200, A330-300, A330-200F (freighter

series) and A330-900 (A330neo).

The A330 series operational information found in this report were obtained by documental

analysis using the information provided by the manufacturer and the determinations of the EASA

A330/A350 Operational Suitability Data (OSD) Flight Crew (Issue 5) report.

In case more detailed information is required, refer to the FSB Report mentioned above.

Detailed information on the A330 series passenger, cargo and fuel capacities, weight limitations,

and engine configurations can be found on the ANAC TCDS N° EA-9806.

3.3. Airbus Family Concept

The A350 design ensures that the following characteristics are similar to the A330:

• Cockpit layout

• System Operation and

• Handling characteristics.

This level of commonality has a direct and significant impact on the design and construction of the

training programs.

3.3.1. Cockpit Layout

The cockpit arrangement has been designed:

• To provide similar panel arrangements

• To provide similar controls (side stick, slats/flaps nomenclature, non-moving thrust levers)

• To provide same “dark cockpit and pushbutton” concept.

3.3.2. System Definition and Operation

The following system characteristics are incorporated into de design:

• EFIS Primary Flight Displays (PFD) and Navigation Displays (ND) provide similar information,

with similar symbology, color coding and display principles.

• ECAM Engine/Warning and System Displays provide similar information. The "READ and

DO" concept minimizes the impact of system dissimilarities, when dealing with abnormal

and emergency operations. Crew response to CAUTIONS and WARNINGS incorporates the

same philosophy.


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• AUTO PILOT / FLIGHT DIRECTOR / AUTOTHRUST incorporate a similar architecture, and

provide generally the same functions for auto flight guidance and management of the flight

trajectory.

3.3.3. Handling Characteristics

Although the size, gross weight, and aerodynamic characteristics of the various aircraft may differ,

the Fly-By-Wire (FBW) system was designed to minimize the differences in terms of handling

characteristics. This similarity in the flight control laws permits a significant level of commonality in

handling qualities.

3.3.4. Commonality in aircraft operational philosophy

The aircraft have been designed to permit commonality of procedures as far as possible:

• Similar normal procedures, even though the A350 has interfaces which are different when

applying these procedures.

• Similar abnormal/emergency procedures dictated by ECAM (ECAM READ and DO list)

• Similar control location for emergency procedures

• Same task sharing rules (PF-PM/LSP-RSP).

3.3.5. Altitude Callout during landing

Use of automatic voice callouts for landing is the same for A330 and A350 aircraft.

These callouts may be customized consistent with local regulations for low visibility operations in

accordance with operator requirements. Unless otherwise agreed to by ANAC, operators seeking

mixed fleet flying should standardize those callouts within the applicable fleets.

3.3.6. Automatic landing

Because of the similarity in design among the autoland systems of the A330 and A350, autoland

training and qualification may occur in either the A330 or A350 aircraft with differences training as

specified by ODR tables. Autoland training must address use of rollout capability as applicable.

Operator must ensure autoland is certified for operation in Brazil and seek ANAC approval for this

operation.

3.3.7. Flight management system

The FMS's functions are similar between the A330 and A350 aircraft. Training and qualification

with the FMS on one type may thus be credited to other types, provided FMS difference training is

conducted as specified by ODR tables.

3.3.8. Systems and Procedures Specific to the A350

• New FMS interface using KCCU

• Implementation of electronic checklists (MFD for A350)


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• ECAM: implementation of not sensed abnormal/emergency procedures

• New surveillance panel for WXR, TAWS, TCAS, XPDR

• New OIS (Onboard Information System) including the following Airbus Application package:

o Electronic library (FCOM, FCTM, CCOM, MEL, CDL, AFM)

o Performance applications (Takeoff, In-Flight, Landing, Weight and Balance)

o Company Communication

o Mission management

4. PILOT TYPE RATING

Due to the level of differences to the model A330, the A350 is declared as a variant of the A330.

Therefore, the GAA has established the common type rating “A330/350” for operation of model

A350-900 and A330-200/300/900, and recommends update of the publication “Instrução

Suplementar – IS 61-004” (ANAC type rating list) with the following information:

Table 2 – ANAC IS 61-004 (type rating list) revision proposal

Fabricante

(Manufacturer)

Aeronave

(Aircraft) Observações

(Remarks)

Relatório de Avaliação Operacional ANAC

disponível

(ANAC Operational Evaluation Report available)

Designativo

(Designative) Modelo

(Model)

Nome

(Name)

Airbus A330 – Séries

200/200F/300/900

A330 D Relatório de Avaliação

Operacional A330, A350

ANAC Operational Evaluation

Report A330, A350

A330/350

A350 – Série 900 A350


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5. MASTER DIFFERENCE REQUIREMENTS (MDR)

The MDR table for the Airbus Family of Fly-By-Wire aircraft is shown below. Definitions of the

various levels for Training/Checking/Currency are those used in IS-00-007A or in any further ANAC

Instruction that may succeed it.

Table 3: Master differences Requirements (MDR) – Airbus Family

FROM AIRPLANE

A320 A330 A340 A350

TO

AIR

PLA

NE

A320 - E/E/D E/E/D (1)

A330 E/E/D - B/E/C (1)

A340 E/E/D E/E/C - (1)

A350 E/E/D D(2)/A/C (1) -

(1) This difference has not yet been evaluated

(2) Level D training should be accomplished in a device meeting at least the requirements as described

in Appendix 4

The MDR table for the A330 family aircraft is shown below. Definitions of the various levels for

Training/Checking/Currency are those used in IS-00-007A or in any further ANAC Instruction that

may succeed it.

Table 4: Master differences Requirements (MDR) – A330 Family

A330 FROM AIRPLANE VARIANT

A330-200 A330-200F A330-300 A330-900

TO AIRPLANE VARIANT

A330-200 / B/A/A B/A/A (1)

A330-200F B/A/A / B/A/A (1)

A330-300 B/A/A B/A/A / (1)

A330-900 (1) (1) B/A/B (1)

(1) not evaluated.


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6. OPERATOR DIFFERENCES REQUIREMENTS (ODR)

To support the evaluation and the content of proposed minimum CTR difference training and CCQ,

ODR tables have been developed and they can be directly requested to Airbus.

These ODR tables are Airbus generic and therefore may not include items that are applicable to

particular operators.

Operators using more than one variant should approve ODR tables pertinent to their fleet.

7. SPECIFICATIONS FOR PILOT TRAINING

7.1. A350-900 Initial Type Rating training

The initial pilot type rating course described in this section was evaluated by ANAC and considered

to be compliant with the requirements of RBAC 61. It is named by Airbus as A350 Standard

Transition Course and accepted for training of pilots with no previous Airbus experience.

This course is recommended to be used as a baseline for A350-900 type rating training.

The initial type rating training footprint is provided in Appendix 1.

7.1.1. Prerequisites

The pilot pre-requisites for candidate pilots proposed by Airbus and now recommended by GAA as

minima are the following:

For all pilots:

• Have accumulated flight experience in high altitude airplanes or in jet

airplanes, or hold a certificate on an approved high performance aircraft

(HPA) course;

• MCC Qualification (have been Type Rated in a multi-pilot aircraft with

the aircrew consisting of at least two members or hold a certificate on a

MCC Course)

• Hold an Instrument Rating;

• Hold a Land Multiengine Class rating (MLTE) or a type rating of any

multiengine aircraft;

• Experience on a Commercial aircraft equipped with Glass cockpit

technology1 (including FMS); and

• ICAO English Level 4.

For SIC:

• Hold a valid Commercial Pilot License (Airplane) and have been approved

in the theoretical exam for an Airline Transport Pilot License or hold a

valid Airline Transport Pilot License (Airplane); and


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• Minimal flight experience of 200 hours (excluding FSTD).

For PIC:

• Hold a valid Airline Transport Pilot License – Airplane (the combination

CPL + theoretical ATPL is not sufficient for PIC as it is for SIC);

• 1500 flight hours in airplane (excluding FSTD);

• 1000 flight hours in Airplane w/ MTOW> 5.7 tons; and

• 100 flight hours as PIC in Airplane w/ MTOW> 5.7 tons.

1It is necessary that pilots undertaking the A350 type rating training have a working knowledge

and understanding of systems such as FMS, Automated Flight Guidance and Control, TAWS, TCAS,

etc. Pilots with limited or no experience with any or all of the systems mentioned above can have

some difficulties and should receive additional modular training, as appropriate, before entering

the A350 theoretical training phase.

7.1.2. Theoretical knowledge

The theoretical knowledge curriculum is the same for pilot-in-command or second-in-command

training. Completion of the theoretical training and approval in the written test are prerequisites

for entering in the flight training phase.

The theoretical training phase is comprised of:

• System Knowledge + PTT 32h30

• FMS Utilization 2h00

• Cabin Trainer 1h00

• Aircraft Performance 4h00

• Written Test 2h30

Total 42h00

7.1.3. Flight training

The flight training phase is based on the use of a Flight Training Device and a qualified Full Flight

Simulator and is comprised of:

• 09 Full Flight Simulator Modules 36h00*

• 06 Flight Training Device Sessions 24h00

• License Skill Test/ Check Ride 4h00

Total 64h00

*Plus Briefing and Debriefing


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7.1.4. Homework

The time pilots dedicate to self-study is very important for the training. Although this is a course

which demands a self-paced study and it is based on competency, the minimum homework time

recommended for a regular pilot is:

Total Flight Training Programmed Hours (Homework)

• For Flight Training Device Sessions 6h30

• For Full Flight Simulator Modules 8h30

Total 15h00

7.1.5. Special Events training

Special events training to improve basic crew understanding and confidence regarding aircraft

handling qualities, options and procedures as these relate to design characteristics and limitations

may include the following:

� Upset and low-energy recoveries – recovery from unusual attitudes and from flight in low-

energy condition.

� Manual flight – with minimum use of automation, including flight under degraded levels of

automation.

� Wind shear – situational awareness (recognition) and appropriate escape maneuvers.

� CFIT/ TCAS/ TAWS – emphasis on avoidance and escape maneuvers, altitude awareness,

TCAS/ TAWS warnings, situational awareness and crew coordination.

7.1.6. Seat Dependent Tasks training

There is no seat dependent task for the A350-900.

7.1.7. System and Procedures Specific to the A350

• New FMS interface using KCCU;

• Implementation of electronic checklists (MFD);

• ECAM : implementation of not sensed abnormal/emergency procedures;

• New surveillance panel for WXR, TAWS, TCAS, XPDR;

• New OIS including the following Airbus Application package:

o Electronic library (FCOM, FCTM, CCOM, MEL, CDL, AFM, Loadsheet);

o Performance applications (Takeoff, In-Flight, Landing, W&B);

o Company Communication; and

o Mission management.


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7.2. A330 Initial Type Rating training

The A330 standard transition course is a course designed for a pilot who complies with RBAC 61

Subpart K and with the following requirements:

• Have at least 70 hours of flight experience as PIC on aeroplanes;

• Have passed the Airline Pilot theoretical knowledge examinations in accordance with RBAC

61.137

• Have accumulated flight experience in high altitude airplanes or in jet airplanes, or hold a

certificate on an approved high performance aircraft (HPA) course;

• MCC Qualification (have been Type Rated in a multi-pilot aircraft with

the aircrew consisting of at least two members or hold a certificate on a MCC Course)

• Hold an Instrument Rating;

• Hold a Land Multiengine Class rating (MLTE) or a type rating of any multiengine aircraft;

• Experience on a Commercial aircraft equipped with Glass cockpit technology1 (including

FMS); and

• ICAO English Level 4.

Appendix 3 shows the footprint of the course evaluated.

As A330-200, A330-200F, A330-300 and A330-900 aircraft share the same type rating, qualification

can be conducted according to the following path:

• Standard transition course (Type Rating course) conducted onto any A330 family aircraft

• Familiarization course covering the differences between the A330 family aircraft of the

Type rating course and the variant to be flown.

7.3. Training Areas of Special Emphasis (TASE)

Special emphasis training includes systems or procedures training elements that are unique to the

aircraft and should be given a higher degree of emphasis than regular training. The ANAC GAA has

identified some training items that are specific for the A350-900 and some items that are common

to all Airbus aircraft family.

Applicable for all Airbus Fly-by-Wire

All the following characteristics of the Airbus Fly-By-Wire family must be emphasized during the

A350 Standard Transition Course as they have been identified in previous OEB reports of the

Airbus A320, A330 and A340 family.

• Fly-By-Wire:

o Knowledge of flight characteristics and the degree of flight envelope protection

provided by the various flight control laws for pitch, roll and yaw control;

o Procedural and handling consequences following multiple failures that result in

alternate or direct law; and

o Knowledge of the use of side stick controller with a special emphasis on the

relationship between the two controllers and the transfer of control.


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• Use of Flight Management System:

o Knowledge of the various modes of automation;

o Knowledge and skills related to MFD / FCU use;

o Recognition of mode awareness and transition modes through the FMA; and

o CRM issue linked to automation (task sharing and crosschecks).

• Use of ECAM:

o Knowledge of appropriate use of ECAM in conjunction with system failures; and

o Crew discipline for ECAM actions: respect of the depicted procedure, crosscheck of

irreversible actions, aircraft status analysis.

• Autothrust system:

o Knowledge of the thrust control system in conjunction with the “non-moving

throttles”; and

o Recognition of all messages associated to Autothrust failure, engagement and

disconnection.

• The importance and the roles of the pilot monitoring during each phase of the flight.

• Autoland training should address use of rollout capability as applicable.

TASE applicable only to the A350

A350 features that must receive special emphasis in an A350 Standard Type Rating course as well

as in CTR difference training and CCQ courses:

• CRM:

o Strict respect of SOP’s when using FMS and OIS to avoid both pilots head down.

• FMS / MFD:

o New interface using the KCCU;

o Knowledge and use of new specific FMS features and functions; and

o Knowledge of back-up systems associated with the MFD such as software control of

the FCU.

• Use of normal electronic checklists.

• ECAM:

o Management of not sensed failures using abnormal / emergency procedures and

the distinction between sensed and not-sensed procedures.

• Use of OIS


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o Takeoff and landing performance computation in normal operations;

o Performance computation associated with ECAM aircraft status in abnormal /

emergency conditions caused by aircraft systems failure(s);

o Use of electronic library with a particular emphasis on how to use the MEL and the

dispatch messages; and

o Cross check of vital data and gross error checks.

• Use of the CDA (Continuous Descent Approach) function if applicable:

o Knowledge of the CDA concept of use including:

� Explanation of the FMS vertical profile computation principles;

� Explanation of DES guidance modes logics and feedback associated; and

� Explanation of the FLAP1/2 pseudo waypoints, and the way to use them as

advisory mean only.

o Emphasis on monitoring not only for PFD and ND, but also of VD for crew

assessment/awareness of actual and future trajectory versus the intended one

computed by CDA profile.

• The RA procedure for AP and A/THR TCAS MODE is different and must be trained by A350-

900 trainees at least during the initial type rating course.

TASE applicable to specific variants or aircraft modifications within the A330 or A350

TASE applicable to specific variants or specific aircraft modifications of the A330 are specified in

the document “A330 ODR tables and TASE for variants and modifications” reference

G01RP1713249.

7.4. A320 to A350 CCQ

The A320 to A350 CCQ course is designed for pilots qualified and current on A320 with minimum 3

months and 150 hours of A320 experience.

It is highly recommended that operators ensure that crews have a very good knowledge of base

aircraft systems prior to commencing a CCQ course, as the training program only presents the

differences between the 2 types.

Pilots without a valid type rating on the A320 may be eligible for CCQ via a refresher program to

be approved by ANAC.

The A320 to A350 CCQ course footprint is provided in Appendix 3.

7.5. A330 to A350 CTR Difference Training

ANAC has determined that the maximum level of differences that exist between the A330-200 and

the A350-900 were level D as per accepted ODR tables.


ANAC, Brazil 24

The A330 to A350 difference training is designed for pilots qualified and current on the A330 and is

based upon clearly defined objectives and addresses all items as identified in the approved ODR

tables.

Operators should ensure that crews have a very good knowledge of A330 systems prior to

commencing CTR difference training, as the training program only presents the differences

between the 2 variants.

Pilots without a valid type rating on the A330 may be eligible for CTR training via a refresher

program to be approved by ANAC.

The A330 to A350 CTR Difference Training footprint is provided in Appendix 4.

7.6. A320 to A330 CCQ




Note 1: It is highly recommended that operators ensure that crews have a very good knowledge of

base aircraft systems prior to commencing a CCQ course, as the training program only presents

the differences between the 2 types.

Note 2: Pilots without a valid license proficiency check on the base aircraft may be eligible for CCQ

via a refresher programme to be approved by ANAC.

7.7. A340 to A330 CCQ




Note 1: It is highly recommended that operators ensure that crews have a very good knowledge of

base aircraft systems prior to commencing a CCQ course, as the training program only presents

the differences between the 2 types.

Note 2: Pilots without a valid license proficiency check on the base aircraft may be eligible for CCQ

via a refresher programme to be approved by ANAC.

7.8. Recurrent Training

Recurrent training must be compliant with the Brazilian regulations and include the Training Areas

of Special Emphasis as identified in this report.

Recurrent training should incorporate special events training as described in this report on a

rotational basis.

Operators must establish an approved recurrent training and checking program which is relevant

to the aircraft variant flown and its intended operation.

The A350 is declared as a variant of the A330 and assigned a Common Type Rating (CTR),

therefore:


ANAC, Brazil 25

Recurrent training performed on A330 or on A350 series aircraft is valid for all variants, provided

that the differences are addressed and according to RBAC 61.217 (b).

Differences to be addressed in recurrent training are identified in ODR tables.

Difference Level D is applicable for recurrent training between A330 and A350 variants, therefore

use of an FTD Level 6 or an FFS applies.

7.9. Training for Low Visibility Operations

The operational evaluation for LVO has not been conducted. Nevertheless, the ODR tables

associated with this report may be used by ANAC to assess training credits.

7.10. ETOPS

The operational evaluation for ETOPS has not been conducted. No specific ETOPS related

differences items have been identified in the ODR tables.

7.11. HUD (reserved)

7.12. LINE FLYING UNDER SUPERVISION (LIFUS) / FAMILIARIZATION FLIGHTS

7.12.1. Purpose of LIFUS / Familiarization Flights

There is a variety of reasons why the GAA may recommend LIFUS / Familiarization Flights.

One or more of the reasons described below may apply:

a. Introduction of new aircraft types or variants;

b. Introduction of new systems (e.g., FMS, ECL, TCAS, HUD);

c. Introduction of new operation (e.g. oceanic, polar or ETOPS operations);

d. Experience for a particular crew position (e.g. PIC, SIC);

e. Post qualification skill refinement (e.g. refining alternate or multiple ways to use particular

equipment to increase operating efficiency, operating flexibility, or convenience); or

f. Special characteristics (e.g. mountainous areas, unusual or adverse weather, special air traffic

control procedures, non-standard runway surfaces and dimensions, etc.).

NOTE: Although similar to the item 121.434 from RBAC 121, nowadays LIFUS is not foreseen in

Brazilian regulations. However, the GAA found technically relevant that these items should be

accomplished by the pilot after the regular training, as defined by EASA.

7.12.2. LIFUS following A330 or A350 Standard Transition Course

After completion of the Standard Transition Course, a minimum of 8 route sectors of LIFUS should

be performed, followed by a 2 route sector line check.

Where the change of aircraft type also implies a change of operating conditions or route structure

this should also be taken into account and may need the addition of route sectors to cover these

elements.


ANAC, Brazil 26

Note: if the A350 aircraft is equipped with HUD, operation with and without HUD in different

phases of flight should be addressed.


After completion of CCQ A320 to A330, a minimum of 4 route sectors of LIFUS should be

performed, followed by a 2 route sector line check.



elements.








elements.



7.12.5. LIFUS following A320 (or A340) to A350 CCQ course





elements.

Note: If the A350 aircraft is equipped with HUD, operation with and without HUD in different

phases of flight should be addressed

7.12.6. Familiarization flights following A330 to A350 CTR Difference Training

The A350 is declared as a variant of the A330 and assigned a common type rating, as a

consequence LIFUS is not applicable, however familiarization flying is recommended.

After completion the A330 to A350 CTR training, a minimum of 2 route sectors of Familiarization

Flights (one as PF) should be performed.

Familiarization flights should be conducted with a flight crew member nominated by the operator

and approved by ANAC.

Note: Familiarization flights differ from LIFUS, as a line check is not required following their

completion.


ANAC, Brazil 27

8. SPECIFICATIONS FOR CHECKING

8.1. Proficiency Check

The A350 is declared as a variant of the A330 and assigned a common type rating, therefore:

a) Proficiency checks performed on A330 or on A350 series aircraft are valid for both variants,

provided that the differences are addressed during recurrent training as per ODR tables;

and

b) Consequently, proficiency checks can be conducted on any approved A330 simulator or

A350 simulator (FFS Level C or D).

The initial proficiency check shall be performed in accordance with RBAC 61 and IS 00-002. In

addition, ANAC GAA strongly recommends the use of ANAC High Performance Airplane Checkride

Profile in the conduct of the proficiency check flight.

This reference document is available at ANAC website, through the link

http://www.anac.gov.br/assuntos/setor-regulado/profissionais-da-aviacao-civil/avaliacao-

operacional.

8.2. Line Checks (RBAC 121.440)

The A350 is declared as a variant of the A330 and assigned a common type rating, therefore:

a) Line checks performed on any A330 or A350 series aircraft are valid for all variants; and

b) This does not relieve operators from line check requirements specific to route and airport

qualification as prescribed by Air Operations rules.

9. SPECIFICATIONS FOR RECENT EXPERIENCE AND CURRENCY

As the A350 is declared as a variant of the A330 and assigned a common type rating, Takeoff and

Landing performed on any A330 or A350 series aircraft is valid for all variants.

The HUD currency was not evaluated.

10. FLIGHT SIMULATION TRAINING DEVICES (FSTD) AND OTHER TRAINING DEVICES (OTD)

The devices used for the initial and recurrent training must replicate the A330/A350 in function

and fidelity to the degree determined by the level of device.

The Full Flight Simulator – FFS used for the flight training, checking and currency must be qualified

as level C or D according to the technical requirements established by the ANAC.

The appendix 7 provides a brief description of the devices used in the various A350 training

footprints and identify to which training and currency level they are associated. Similar training

devices can be approved, but should consider the technical specifications and features of this

appendix as minimal requirements.


ANAC, Brazil 28

11. COMPLIANCE WITH RBHA 91 AND RBAC 121

Airbus has submitted a compliance checklist with the operational requirements of RBHA 91 and

RBAC 121 for the A350-900 only. Please see Appendix 8 of this report for detailed information.

No compliance checklist was submitted for the A330 models.

12. OPERATION OF MORE THAN ONE TYPE OR VARIANT

For Mixed Fleet Flying (MFF) and Single Fleet Flying (SFF) concepts used herein, refers to item 2 –

Definitions - Terminology.

The following information is provided to assist operators in their implementation of the Single

Fleet Flying, and/or Mixed Fleet Flying concept.

12.1. Operation of A330 and A350 variants in Single Fleet Flying (SFF)

When introducing the A350 in an existing fleet of A330 for the purpose of flying both variants

(A330 and A350) in a Single Fleet Flying concept, the following steps should be applied:

a) Pilot prerequisite: qualified and current on the A330;

b) CTR difference Training from A330 to A350;

Note: No Type Rating Check required as the A350 is declared as a variant of the A330 and assigned

a common type rating.

c) Operational training modules if required (HUD, EFB, LVO, etc);

Note: No need of an Initial Operating Experience (LIFUS) on the A350 as the A350 is declared as a

variant of the A330 and assigned a common type rating.

d) 2 sectors (1 as PF) of familiarization flights on A350 are to be conducted; and

e) Initial line check on the A350: NONE required.

Note: For operations of A330 and A350 variants in SFF concept, it is highly recommended that

pilots are scheduled to fly both variants on a regular basis.

12.2. Operation of A330/A350 and other Airbus types in Mixed Fleet Flying (MFF)

12.2.1. Introducing A350 into an existing MFF operation

When introducing the A350 in existing Mixed Fleet of A330/A320 or A330/A340 for the purpose of

both A330/350 type and A320 type or A340 type in a Mixed Fleet Flying concept, the following

steps are to be applied

a) Pilot prerequisite: qualified and current on the A330;

b) CTR difference Training from A330 to A350;

Note: No Type Rating Check required as A350 is declared as a variant of the A330 and assigned a

Common Type Rating.

c) Operational training modules if required (HUD, EFB, LVO, etc);


ANAC, Brazil 29

Note: No Initial Operating Experience (LIFUS) on the A350 required as A350 is declared as a variant

of the A330 and assigned a common type rating.

d) 2 sectors (1 as PF) of familiarization flights on A350 are to be conducted; and

e) Initial line check on the A350: NONE required.

Note: For operations of A330/350 type and A320 type or A340 type in a Mixed Fleet Flying

concept, it is highly recommended that pilots are scheduled to fly both A330 and A350 variants on

a regular basis.

12.2.2. A330/350 and A320 or A340 MFF Line checks

A line check performed on either A330/350 or A320 (or A340) should revalidate the line check for

the other type.

Line check should alternate as follows, for A330/350 and A320 or A340 MFF operations:

Note: “A330/350” refers to a line check conducted either on the A330 or the A350


ANAC, Brazil 30

12.2.3 Example of A330/350 and A320 or A340 MFF recurrent training / checking

Note: “A330/350” refers to a recurrent check conducted either on the A330 or the A350 provided

that the differences are addressed in the recurrent training as per ODR tables.

12.2.3. A330/350 and A320 or A340 MFF recent experience

Credit should be granted for recent experience requirements when operating both the A330/350

type and the A320 type or the A340 type, as specified in the following table:

MIXED FLEET FLYING - Aircraft Types CURRENCY / RECENCY OF EXPERIENCE

A320 and A330/A350

• 3 takeoffs and landings as PF in either A320 or A330/A350

• 1 takeoff and landing as PF in each type every 45 days

A330/A350 and A340

• 3 takeoffs and landings as PF in either A330/A350 or A340

• 1 takeoff and landing as PF in each type every 60 days

Note: When operating A330 and A350 variants in MFF, recent experience requirement in

paragraph 9 applies.


ANAC, Brazil 31

13. TECHNICAL PUBLICATIONS

13.1. Master Minimum Equipment List - MMEL

The A330/A350 MMEL approved by EASA shall be used by Brazilian operators as a basis for

developing their MEL. This document is available at EASA website, through the link

https://easa.europa.eu/document-library/master-minimum-equipment-lists.

13.2. Airplane Flight Manual - AFM

Model A330/A350 AFM approved by GGCP/SAR shall be used by Brazilian operators as a basis for

developing their Airplane Operation Manual (AOM).

14. MISCELLANEOUS

14.1. Forward Observer Seat

This seat was evaluated according AC 120-83 for both A350 and A330 aircraft.

The seat is comfortable and its position assures good visibility of the panels and the exterior. The

seat belt is identical to those for the other pilots and it has own oxygen mask. It has dedicated

communication through headset with own control panel. It also has dedicated light and

adjustments that enable a position with closed height to the other pilots.

Thus the seat was considered satisfactory to perform enroute checks.

14.2. Aircraft Approach Category

The minimum straight-in approach category for the Airbus Fly-by-wire family aircraft is as follows:

Aircraft Category

A318-100 Series

A319-100 Series

A320-100 Series

-200 Series

A321-100 Series

-200 Series

C (*A321: C or D

based on MLW

of the variant)

A330-300 Series

-200 Series

-200 F

-900 Series

C

A350-900 Series C

A340-200 Series

-300 Series C

A340-500 Series

-600 Series D


ANAC, Brazil 32

14.3. Electronic Checklist (ECL)

In the A350-900, the ECL is the ECAM Checklist. It was evaluated and determined to be

satisfactory.

This item was not evaluated for the A330 aircraft.

14.4. Electronic Flight Bags (EFB)

The A350 has EFB capable of displaying worldwide aeronautical charts in full color with high

resolution, with quick change between pre-selected charts, zoom and copy features, among

others. There are two dedicated screens for the EFB functionality.

Data available includes Standard Terminal Arrivals, Departure Procedures, Instrument Approach

Procedure and Airport Diagrams charts.

This item was not evaluated for the A330 aircraft.


ANAC, Brazil 33

APPENDIX 1

FOOTPRINT - A350 STANDARD TRANSITION TYPE TRAINING

Day 1 Day 2 Day 3 Day 4 Day 5

System Knowledge & PTT (6:00)





+

Cabin Trainer (1:00)


SOP & FM Preparation (4:00)

+

FMS Utilization (02:00)

Theoretical Knowledge Test (open book) and

Debriefing (1:30 + 1:00)

+

Aircraft Performance (4:00)

FFS Session 1 (Manual Flying)

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

APT+ Session 1 (SOP)

(Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)

APT+ Session 2 (SOP) (Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)


APT+ Session 3 (SOP) (Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)

FFS Session 2 (Advanced Handling)

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)


(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)


(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

APT+ Session 4 (Abnormal)

(Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)

Day 16 Day 17 Day 18


(Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)


(Briefing 0:30)

(FFS 4:00)

(Debriefing 0:30)

FFS Session 5 (Engine Failures)

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

FFS Session 6 (Scenario Based

Training & Advanced Handling)

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)



(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

Day 21 Day 22 Day 23



(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)



(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

Simulator Skill Test (Briefing 1:00)

(Skill Test 4:00)

(Debriefing 0:30)

Legend:

PTT - Part Task Trainer – ACE/FMS Trainer in the case of Airbus Training Center

APT+ - Flight Training Device Level 6

FFS - Full Flight Simulator Level D

The training outlined above reflects the training evaluated by ANAC and considered acceptable for

A350-900 type rating training aiming an ANAC license endorsement. An operator or an ATO may

develop a variation of this training provided it is proven that it maintains an equivalent level of

safety. Depending on the level of the modification, ANAC may judge necessary an operational

evaluation of the proposed training.


ANAC, Brazil 34

APPENDIX 2

FOOTPRINT - A330 STANDARD TRANSITION TYPE TRAINING

CBT: Computer Based Training

APT: Airbus Pilot Transition

FFS: Full Flight Simulator Level D


ANAC, Brazil 35

APPENDIX 3

FOOTPRINT – A320 TO A350 CCQ

PREREQUISITE: VALID A320 TYPE RATING WITH 3 MONTHS AND 150 HOURS OF A320 EXPERIENCE






+

Theoretical Knowledge Test (open book)(2:00)

FFS 1 (Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)


APT+ 1 (Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)


(FFS 4:00)

(Debriefing 0:30)


(FFS 4:00)

(Debriefing 0:30)


(FFS 4:00)

(Debriefing 0:30)


(FFS 4:00)

(Debriefing 0:30)

Day 11

Skill Test

Legend:


APT+ - Flight Training Device Level 6

FFS - Full Flight Simulator Level D


ANAC, Brazil 36

APPENDIX 4

FOOTPRINT – A330 TO A350 DIFFERENCES TRAINING

PREREQUISITE: QUALIFIED AND CURRENT ON A330






+

Theoretical Knowledge Test (open book) (2:00)

FTD Level 6 1

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

Day 6 Day 7 Day 8

FTD Level 6 2

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

FTD Level 6 3

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

FTD Level 6 4

(Briefing 1:00)

(FFS 4:00)

(Debriefing 0:30)

Legend:


FTD Level 6: Flight Training Device Qualified Level 6 per ANAC (FAA Level 6 according Part 60 or EASA Level 2 according CS-FSTD)


ANAC, Brazil 37

APPENDIX 5


PREREQUISITE: VALID A320 TYPE RATING WITH 3 MONTHS AND 150 HOURS OF A320 EXPERIENCE




ANAC, Brazil 38

APPENDIX 6


PREREQUISITE: QUALIFIED AND CURRENT ON A340




ANAC, Brazil 39

APPENDIX 7

A350 FSTD SPECIFICATIONS

1. A350 Part Task Trainers (PTT)

a. Airbus Cockpit Experience ACE

The Part Task Trainer “ACE” is a 2D trainer that uses a virtual 3D environment coupled with aircraft

system simulation that reproduces the A350XWB cockpit in an interactive environment.

It allows the Training of system knowledge and procedures. Thanks to its simulation capabilities,

ACE also supplements instruction to ensure attainment or retention of pilot skills and abilities to

accomplish the more complex tasks, usually related to operation of particular aircraft systems.

As such “ACE” is adequate for Level C training and Level C Currency.

ACE is also capable of Distance Learning.

b. Airbus FMS Trainer

The FMST (Flight Management System Trainer) is a 2D trainer, installed on a desktop which

provides a high-fidelity FMS simulation including AFS (Auto Flight System), flight instruments

display, radio navigation system and a minimum simulation of other A/C systems in order to

support on-ground and in-flight FMS functions. The FMST is able to run in free-play mode but also

in guided mode through a set of pre-defined scenario. The scope of the FMST is to focus on the

dynamic elements of the FMS functionalities.

As such the FMST is adequate for Level C training and Level C Currency.

2. A350 APT+

The APT+ is a three dimensional (3D) type specific training device providing an open flight deck

which replicates the A350 cockpit spatial organization. Cockpit instrumentation is mainly

computer generated, with interactive graphics respecting panel size and location which are

displayed on multiple touch-sensitive LCD displays.

Aircraft equipment requiring intensive manipulation, such as FCU, KCCU, Engine throttles and

landing gear, consist of 3D replicated aircraft panels with physical controls, knobs and switches.

The APT+ is an enhanced FTD also providing adjustable crew seats, side sticks and rudder pedals

making the APT+ capable of flying manually all flight phases. In front of each pilot, there is an

additional screen that can be used by the instructor to display alternately visual scene (with the

possibility to superimpose HUD image) and Airbus tutorials.

The device incorporates the necessary malfunctions to accomplish the training of Normal,

abnormal and emergency procedures.

The APT+ device is configured to permit the incorporation of future updates.

An instructor operating station (IOS) is available to allow initialization, the modification of flight

and environmental conditions (wind, temperature, pressure, etc.). It permits repositions (in flight


ANAC, Brazil 40

and on ground), freezes, system resets, airport selection and aircraft malfunction insertion.

Lessons plan are also available.

The device is located in a suitable quiet room, free of training distractions, with adequate

temperature and lighting conditions.

3. A350 FTD Level 6

While the APT+ is a three dimensional (3D) type specific training device providing an open flight

deck which replicates the A350 cockpit spatial organization, the FTD Level 6 is a three dimensional

(3D) type specific training device providing an enclosed flight deck and all cockpit panels are 3D

replicated aircraft panels/equipment with physical controls, knobs and switches.

The FTD Level 6 is also equipped with aircraft pilot seats allowing an accurate pilot position

adjustment, as well as a control loading system to drive rudder pedals in both normal and

abnormal flying conditions.

The device is installed in a dedicated spacious and quiet room, free of training distractions, with

adequate temperature and adjustable lighting conditions to meet training needs.

The computer complex is located in a separate room with a dedicated appropriate air conditioning

and cooling, to avoid noise disturbance.

This training device has been qualified by EASA Level 2 according EASA CS-FSTD and Level 6 by FAA

according to CFR Part 60 and should be qualified by ANAC as level 6.

4. A350 FFS

This Full Flight Simulator is capable of being qualified by ANAC as Level D (as EASA according CS-

FSTD and FAA according CFR Part 60).


ANAC, Brazil 41

ANNEX 1

A350-900 COMPLIANCE CHECKLIST WITH RBHA 91 AND RBAC 121

Product Integrity Division Office of Airworthiness Reference EIAV_M15019297 Revision 1

RBHA 91 and RBAC 121 – Compliance Status 1

AIRBUS

BRAZIL OPERATIONAL REGULATIONS

COMPLIANCE STATUS

RBHA 91 – General operating rules for civil aircraft (Amendment 91-12, effective date 18 – March – 2011)

RBAC 121 – Operating Requirements: Domestic, flag and supplemental operations (Amendment 02, effective date 05 – March – 2013)

COMPLIANCE STATUS FOR A350 BASELINE The compliance status is indicated in the right-hand column. A350 EASA Certification Basis The following EASA airworthiness standards effective on the reference date are: • EASA Certification Specification 25, Amendment 7 – Large Aeroplanes *Compliance with all operational regulations remains the responsibility of the operator.



AIRBUS

INTRODUCTION This document provides the aircraft design status against the Brazilian operational regulations. The two main operational regulations which are applicable to Airbus A350 aircraft registered in Brazil are RBHA 91 and RBAC 121. These are similar to the 14 CFR Part 91 and 14 CFR Part 121 from United States. RBHA 91 applies to all pilots and aircraft. RBAC 121 refers back to RBHA 91 for flight planning, basic requirements and others. RBHA 91: is more focused in general aviation, it means that General aviation is all civil aviation operations other than scheduled air services (RBAC 121) and non-scheduled air transport operations for remuneration or hire (RBAC 135). RBAC 121: is for scheduled air carrier operation unlike RBAC 135, which is for non-scheduled charter and air taxi operations. Scheduled air carries means they have fixed routes and times. For the regulatory aspect, RBHA 91 is more generic and provides the basic equipment and instruments required for navigation. It is important to have in mind that this regulation is applicable for all aircraft. Moreover the RBHA 91 is required to be followed by RBAC 121 as well. In the other hand, RBAC 121 provide the guidelines on how an air carrier should write their manuals such as the General Operation Manual (GOM) and also additional requirements for the aircraft operating under this regulation (for example: medical kits, fire-extinguishing systems, required emergency exits, aircraft equipment and instruments, safety belts, seats and others). This compliance status is restricted to the requirements requested by Brazilian CAA, ANAC.



AIRBUS

RBHA 91

General Aviation



AIRBUS

AIRCRAFT FLIGHT MANUAL, MARKING, AND PLACARDS

RBHA 91: Item 91.9 Means of compliance

(a) Except as provided in paragraph (d) of this section, no person may operate a civil aircraft without complying with the operating limitations specified in the approved Airplane or Rotorcraft Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of the country of registry.

At the time of delivery Airbus provides to the customer an AFM and a set of manuals in accordance with the specific aircraft customization. Airbus deliveries the aircraft with the registration marks in accordance with RBAC 45. It is important to remark that: RBAC 45.25 – Location of marks The marks required by paragraph (a) must be exposed as it says: (3)- In the wings, the marks should not be placed, even partially, in movable parts. Additionally: (i) aircraft monoplanes: the marks should be exposed on the wings, the bottom surface. As much as possible, they should be equidistant from the edges and trailing, with the top of the letters facing the leading edge. The nationality marks should be placed on the lower surface of the RIGHT WING. The matriculation marks must be placed on the lower surface of the LEFT WING. For example: PP-ABC. “PP” is called as “Nationality marks” and should be placed under the right wing; the “ABC” is called “matriculation marks” and should be placed under the left wing.

(b) No person may operate a Brazilian-registered civil aircraft-- (1) For which an Airplane or Rotorcraft Flight Manual is required by RBAC 21.5 unless there is available in the aircraft a current, approved Airplane or Rotorcraft Flight Manual or the manual provided for RBAC 121.141(b); and (2) For which an Airplane or Rotorcraft Flight Manual is not required by RBAC 21.5, unless there is available in the aircraft a current approved Airplane or Rotorcraft Flight Manual, approved manual material, markings, and placards, or any combination thereof.

(c) No person may operate a Brazilian-registered civil aircraft unless that aircraft is identified in accordance with RBAC 45.



AIRBUS

FLIGHT INSTRUCTION

RBHA 91: Item 91.109(a) Means of compliance

(a) No person may operate a civil aircraft (except a manned free balloon) that is being used for flight instruction unless that aircraft has fully functioning dual controls. However, instrument flight instruction may be given in an airplane that is equipped with a single, functioning throwover control wheel that controls the elevator and ailerons, in place of fixed, dual controls, when-- (1) The instructor has determined that the flight can be conducted safely; and (2) The person manipulating the controls has at least a private pilot certificate with appropriate category and class ratings.

There are two side sticks, one for each pilot.

CATEGORY II AND III OPERATIONS – GENERAL RULES


(a) No person may operate a civil aircraft in a Category II or III operation unless-- (1) The flight crew of the aircraft consists of a pilot in command and a second in command who hold the appropriate authorizations and ratings recognized by ANAC; (2) Each flight crewmember has adequate knowledge of, and familiarity with, the aircraft and the procedures to be used; and (3) The instrument panel in front of the pilot who is controlling the aircraft has appropriate instrumentation for the type of flight control guidance system that is being used.

It is the operator responsibility to ensure that flight crew has the appropriate ratings and adequate knowledge and familiarity with A350. The instrument panel in front of the pilot has one Primary Flight Displays (PFD), one Navigation Displays (ND) that provide to flight crew with full-time flight guidance, navigation and system advisory information for all flight phases.

(b) Unless otherwise authorized by the ANAC, no person may operate a civil aircraft in a Category II or Category III operation unless each ground component required for that operation and the related airborne equipment is installed and operating.

It is the operator responsibility to ensure that an Instrument approach category 2 and 3 will not be performed without adequate ground equipment. A350 aircraft is qualified to Category III precision approach and autoland as provided in A350 EASA TCDS available on the EASA WEBSITE https://easa.europa.eu/document-library/type-certificates

(c) Authorized DA/DH. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH, the authorized Under the operators responsibility to comply

https://easa.europa.eu/document-library/type-certificates



AIRBUS

CATEGORY II AND III OPERATIONS – GENERAL RULES


DA/DH is the highest of the following: (1) The DA/DH prescribed by the approach procedure. (2) The DA/DH prescribed for the pilot in command. (3) The DA/DH for which the aircraft is equipped. (d) Unless otherwise authorized by the ANAC, no pilot operating an aircraft in a Category II or Category III approach that provides and requires use of a DA/DH may continue the approach below the authorized decision height unless the following conditions are met: (1) The aircraft is in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal manoeuvres, and where that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing. (2) At least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable. (ii) The threshold. (iii) The threshold markings. (iv) The threshold lights. (v) The touchdown zone or touchdown zone markings. (vi) The touchdown zone lights.

Under the operators responsibility to comply

(e) Unless otherwise authorized by the ANAC, each pilot operating an aircraft shall immediately execute an appropriate missed approach whenever, prior to touchdown, the requirements of paragraph (d) of this section are not met.


(f) No person operating an aircraft using a Category III approach without decision height may land that aircraft except in accordance with the provisions of the letter of authorization issued by the ANAC.




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(g) Paragraphs (a) through (f) of this section do not apply to operations conducted by certificate holders operating under RBAC 121, 125, 129, or 135, or holders of management specifications issued in accordance with subpart K of this part. Holders of operations specifications or management specifications may operate a civil aircraft in a Category II or Category III operation only in accordance with their operations specifications or management specifications, as applicable.


CATEGORY II AND CATEGORY III MANUAL


(a) Except as provided in paragraph (c) of this section, after August 4, 1997, no person may operate a U.S.-registered civil aircraft in a Category II or a Category III operation unless-- (1) There is available in the aircraft a current and approved Category II or Category III manual, as appropriate, for that aircraft; (2) The operation is conducted in accordance with the procedures, instructions, and limitations in the appropriate manual; and (3) The instruments and equipment listed in the manual that are required for a particular Category II or Category III operation have been inspected and maintained in accordance with the maintenance program contained in the manual. (b) Each operator must keep a current copy of each approved manual at its principal base of operations and must make each manual available for inspection upon request by ANAC. [(c) This section does not apply to operations conducted by a certificate holder operating under RBAC 121 or RBAC 135 or a holder of management specifications issued in accordance with subpart K of this part.]

The Operator’s FCOM and QRH shall have established procedures for precision approaches respecting what is established in AFM. At the time of delivery Airbus will provide to the customer a set of manuals in accordance with the specific aircraft customization. It is the operator responsibility to conduct the operation in accordance with the established in the manuals and maintain the aircraft in accordance with the approved maintenance plan.



AIRBUS

CERTIFICATE OF AUTHORIZATION FOR CERTAIN CATEGORY II OPERATIONS


The ANAC may issue special permit allowing deviations from the requirements of 91,189, 91,191 and 91.205 (f) for Category II operation of small aircraft Vso (stall speed in the approach configuration) less than 91 knots in the approved maximum landing weight, since it is considered that the proposed operation can be conducted safely. This does not permit the operation of the aircraft or persons conducting loads for-profit (commercial operation).

Not applicable.



AIRBUS

CIVIL AIRCRAFT – CERTIFICATIONS REQUIRED


(d) No person may operate a new aircraft, manufactured in Brazil and not yet delivered to its owner or operator, unless the operation is conducted by the manufacturer and the aircraft has on board a certificate of airworthiness for newly manufactured aircraft.

Not applicable to Airbus.

(f) No person may operate an aircraft with a fuel tank installed within the passenger compartment or a baggage compartment unless the installation was accomplished pursuant to RBAC 43, and a copy of authorisation letter for the installation on board the aircraft.

There is no fuel tank in the passenger compartment.

(g) No person may operate a civil airplane (domestic or foreign) into or out of an airport in the Brazil unless it complies with the fuel venting and exhaust emissions requirements of RBAC 34.

RBAC 34 is part of A350 family Brazilian certification validation basis.



AIRBUS

VISUAL-FLIGHT RULES (DAY)

RBHA 91: Item 91.205 (b) Means of compliance

91.205 (b) Visual-flight rules (day). For VFR flight during the day, the following instruments and equipment are required: (1) Airspeed indicator for each pilot required (2) Altimeter for each pilot required (3) cancelled (4) Magnetic direction indicator.

This item is covered by Type Certification (ref.: CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS ) A non-stabilised magnetic compass is installed visible from each pilot station, a clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation is installed on the central panel. Three pressure altimeters are installed and calibrated to indicate pressure altitude in a standard atmosphere. An airspeed indication is displayed on the PFD calibrated in knots.

(5) Tachometer for each engine. (6) Oil pressure gauge for each engine using pressure system. (7) Temperature gauge for each liquid-cooled engine. (8) Oil temperature gauge for each air-cooled engine. (9) torque and gas temperature indicator for each turbine, as applicable; (10) an indicator of rotor rotation for each main rotor; (11) Manifold pressure gauge for each altitude engine. (12) Fuel gauge indicating the quantity of fuel in each tank. (13) Landing gear position indicator, if the aircraft has a retractable landing gear.

Airbus A350 has for each pilot one Primary Flight Display (PFD) and one Multi-function Display (MFD) which together with the Electronic Centralized Aircraft Monitor (ECAM) contains all the instruments and equipment required by 91.205(b). Covered by type certification (CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS)

(14) If the aircraft is operated over water and beyond power-off gliding distance from shore, approved flotation gear readily available to each occupant and at least one pyrotechnic signalling device. As used in this section, "shore" means that area of the land adjacent to the water which is above the high water mark and excludes land areas which are intermittently under water.

It is the operators responsibility to install and maintain flotation devices and a pyrotechnic signalling equipment.

(15) An approved safety belt with an approved metal-to-metal latching device for each occupant 2 years of age or older.

There is a seat and a seat belt for every passenger over than two years old and for the crew there are safety harnesses for each flight crew seat. This item is covered by type certification (ref.: CS 25.0785 – SEATS, BERTHS, SAFETY BELTS AND HARNESSES (a)(b)(c)(d)(e)(f)(g)(i) AC25.17A) Installation covered under individual Aircraft cabin modification



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(17) An emergency locator transmitter, if required by Sec. 91.207. In accordance with 91.207, ELT is required for A350. See more details in the section.

(20) one portable fire extinguisher accessible to crew members in flight; Provide and maintain one fire extinguisher accessible to crew member is an operator responsibility.

[(22) at least one VHF radio-way communication appropriate to each ground station to be used when flying in controlled area, including headsets and microphones associated, and

A350 has three identical VHF communication systems. Covered by type certification (CS 25.1307)



AIRBUS

VISUAL FLIGHT RULES (NIGHT)

RBHA 91: Item 91.205 (c) Means of compliance

For VFR flight at night, the following instruments and equipment are required: The Airbus PFD, NFD, MFD and ECAM are all illuminated. Item covered by Type Certification (CS 25.1381) (1) Instruments and equipment specified in paragraph (b) of this section illuminated

(2) gyroscopic attitude indicator (artificial horizon); The PFD provides an attitude indicator.

(3) Approved navigation lights. Navigations lights are installed in the aircraft. Covered by type certification (CS 25.1385, 25.1387 and 25.1389)

(4) An approved aviation red or aviation white anticollision light system on all Brazilian-registered civil aircraft. Anticollision light systems initially installed after August 11, 1971, on aircraft for which a type certificate was issued or applied for before August 11, 1971, must at least meet the anticollision light standards of RBAC 23, 25, 27, or 29, as applicable, that were in effect on August 10, 1971, except that the colour may be either aviation red or aviation white. In the event of failure of any light of the anticollision light system, operations with the aircraft may be continued to a stop where repairs or replacement can be made.

An approved anti-collision light system is installed in the aircraft. Covered by type certification (CS 25.1401)

(5) one landing light. A landing light is installed in the inboard, fixed, leading-edge assemblies These lights help the flight crew to see the runway during bad light conditions. Covered by type certification (CS 25.1383)

(6) An adequate source of electrical energy for all installed electrical and radio equipment. This requirement is covered by type certification (CS 25.1431)

(7) One spare set of fuses, or three spare fuses of each kind required, that are accessible to the pilot in flight. NOT APPLICABLE: No access to fuses inflight

(8) a flashlight portable, and A portable flashlight is available to the flight crew in the cockpit (9) [At least one radio-navigation equipment appropriate to each ground station to be used when flying in controlled area]

As explained in 91.205(b)(22) three VHF communication systems are installed.



AIRBUS

INSTRUMENT FLIGHT RULES

RBHA 91: Item 91.205 (d) Means of compliance

(d) Instrument flight rules. For IFR flight, the aircraft must be certificated to that operation and the following instruments and equipment are required:

It is an operator responsibility to not operate the aircraft if one of these instruments or equipment are missing or in not operable condition.

(1) Instruments and equipment specified in paragraph (b) of this section, and, for night flight, instruments and equipment specified in paragraph (c) of this section. Refer to 91.205(b) and (c)

(2) Two-way radio communication and navigation equipment suitable for the route to be flown, including headphones (or speakers) and associated microphones

As referred in 91.205(b)(22) three VHF communication systems are installed.

(3) Gyroscopic rate-of-turn indicator, except on the following aircraft: (i) Airplanes with a third attitude instrument system usable through flight attitudes of 360 degrees of pitch and roll and installed in accordance with the instrument requirements prescribed in RBAC 121.305(j); and (ii) Rotorcraft with a third attitude instrument system usable through flight attitudes of ±80 degrees of pitch and ±120 degrees of roll and installed in accordance with Sec. 29.1303(g) of this regulation.

The standby navigation system consists of: - an ISIS (Integrated Standby Instrument System) indicator - a standby compass.

(4) Slip-skid indicator. There is a Slip-skid indicator installed in PFD. Covered by type certification (CS 25.1303)

(5) Sensitive altimeter adjustable for barometric pressure for each pilot required; Three pressure altimeters are installed and calibrated to indicate pressure altitude in a standard atmosphere.

(6) an pitot heater system; Each airspeed indicator has a heated Pitot tube or an equivalent means of preventing malfunction due to icing. Three independently heated Pitot tubes are provided.

(7) A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation, for each pilot required

A clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation is installed on the central panel.

(8) Generator or alternator of adequate capacity. A350 has four power generators for the electrical power network. 4 batteries can supply temporary power supply in an emergency configuration.

(9) Gyroscopic pitch and bank indicator (artificial horizon). The Artificial horizon is provided by the PFD (10) Gyroscopic direction indicator (directional gyro or equivalent). The Gyroscopic is provided by the PFD (11) a vertical speed indicator for each pilot required A vertical speed indicator is provided by the PFD



AIRBUS

FLIGHT AT AND ABOVE 24,000 FEET MSL (FL 240)

RBHA 91: Item 91.205 (e) Means of compliance

(e) Flight at and above 24,000 feet MSL (FL 240). If VOR navigation equipment is required under paragraph (d)(2) of this section, no person may operate a Brazilian-registered civil aircraft at or above FL 240 unless that aircraft is equipped with approved DME. When the DME system required by this paragraph fails at and above FL 240, the pilot in command of the aircraft must notify ATC immediately, and then may continue operations at and above FL 240 to the next airport of intended landing where repairs or replacement of the equipment can be made.

- The 2 DME interrogators are installed

REQUIREMENTS FOR CATEGORY II OPERATIONS

RBHA 91: Item 91.205 (f) Means of compliance

(f) Category II operations. The requirements for Category II operations are the instruments and equipment specified in-- (1) Paragraph (d) of this section; and (2) Appendix A to this part.

Airbus A350 complies with 91.205(d) and Appendix A. The detailed compliance about RBHA 91 Appendix A can be found at the end of the RBHA 91 compliance chapter.

REQUIREMENTS FOR CATEGORY III OPERATIONS

RBHA 91: Item 91.205 (g) Means of compliance

(g) Category III operations. The instruments and equipment required for Category III operations are specified in paragraph (d) of this section.

Airbus A350 complies with 91.205(d). More information can be found in the item 91.205(d) – INSTRUMENT FLIGHT RULES.



AIRBUS

EMERGENCY LOCATOR TRANSMITTERS


(a) Except as provided in paragraphs (e) and (f) of this section, no person may operate a Brazilian-registered civil airplane unless-- All Airbus aircraft are equipped with one fixed ELT as basic standard.

Additional portable ELT’s may be installed under the individual cabin modification The equipment complies with ICAO Annex 10, Volume III in accordance Airbus standard requirements.

(1) There is attached to the airplane an approved automatic type emergency locator transmitter that is in operable condition for the operations prescribed in RBAC 121 and 135, except that after June 21, 2001, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations; or (2) For operations other than those specified in paragraph (a)(1) of this section, there must be attached to the airplane an approved personal type or an approved automatic type emergency locator transmitter that is in operable condition, except that after June 21, 2001, an emergency locator transmitter that meets the requirements of TSO-C91 may not be used for new installations. (b) Each emergency locator transmitter required by paragraph (a) of this section must be attached to the airplane in such a manner that the probability of damage to the transmitter in the event of crash impact is minimized. Fixed and deployable automatic type transmitters must be attached to the airplane as far aft as practicable.

One fixed ELT is installed as basic standard. On the A350 the fixed ELT is located between frames 87 & 88, between ribs 1 & 2 on the RH side. The access is through the CCRC.

(f) Paragraph (a) of this section does not apply to—(1) to (10). REQUIREMENT JUST INFORMATIVE.

(h) Each ELT placed on board an aircraft registered in Brazil to meet the standards required by section 91.225 of this Regulation.

Airbus aircraft comply with the paragraph 91.225. More information in the referred paragraph.

(i) From January 1, 2007 any new ELT to be installed on aircraft registered in Brazil must have the frequencies 121.5 MHz and 406 Until 31 December 2008 the ELT required by this section and by sections 91.509, 135,167 and 121.339 and installed before 1 January 2007 can operate at frequencies of 121.5 MHz and 406 MHz or just 121.5MHz. From 1 January 2009 all ELTs for aircraft registered in Brazil must be able to simultaneously transmit on the frequencies 121.5 and 406 MHz

One fixed Emergency Locator Transmitter – ELT is installed and has the capability to transmit on 121.5 MHz and 406 MHz



AIRBUS

AIRCRAFT LIGHTS


No person may: (a) During the period from sunset to sunrise (1) Operate an aircraft unless it has lighted position lights;

It is the operators responsibility to operate an aircraft at night in accordance with this paragraph. The A350 external illumination consists of;. •Navigation lights •Landing lights •Taxi lights •Runway turnoff lights •Takeoff lights •Logo lights •Beacon lights •Strobe lights •Wing and engine scan lights •Taxi camera lights (optional)

(2) Park or move an aircraft in, or in dangerous proximity to, a night flight operations area of an airport unless the aircraft-- (i) Is clearly illuminated; (ii) Has lighted position lights; or (iii) is in an area that is marked by obstruction lights; (3) Anchor an aircraft unless the aircraft-- (i) Has lighted anchor lights; or (ii) Is in an area where anchor lights are not required on vessels; or (b) Operate an aircraft that is equipped with an anticollision light system, unless it has lighted anticollision lights. However, the anticollision lights need not be lighted when the pilot-in-command determines that, because of operating conditions, it would be in the interest of safety to turn the lights off.



AIRBUS

SUPPLEMENTAL OXYGEN


(a) General. No person may operate a civil aircraft of Brazilian registry-- It is the operators responsibility to ensure compliance. (1) At cabin pressure altitudes above 12,500 feet (MSL) up to and including 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration;

For 10% of the passengers and all occupants of flight deck seats on flight deck duty, it can be provided for at least 30 minutes when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft.

(2) At cabin pressure altitudes above 14,000 feet (MSL) unless the required minimum flight crew is provided with and uses supplemental oxygen during the entire flight time at those altitudes; and

The AFM normal procedures not allow the Airbus aircraft to operate without pressurization above 14000ft. In case of loss of cabin pressurisation, the aircraft descends from Maximum Certificated Operating Altitude (43100ft) to 10,000ft in maximum of 2 minutes and then the cabin pressure altitude remains under 10,000 ft.

(3) At cabin pressure altitudes above 15,000 feet (MSL) unless each occupant of the aircraft is provided with supplemental oxygen.

The passenger oxygen system will be automatically presented if the cabin altitude reaches 14,000 ft., +0 ft./-500 ft. For all the passengers, when the cabin pressure altitude exceeds 15 000 ft, it is provided oxygen for at least 10 minutes. These requirements are covered by type certification (CS 25.1447)

(b) Pressurized cabin aircraft.

Each crew station has a quick-donning mask with a demand regulator installed. A high-pressure oxygen cylinder supplies the oxygen to the masks through a pressure regulator/transmitter assembly and a distribution circuit.

(1) No person may operate a civil aircraft of Brazilian registry with a pressurized cabin-- (i) At flight altitudes above flight level 250 unless at least a 10-minute supply of supplemental oxygen, in addition to any oxygen required to satisfy paragraph (a) of this section, is available for each occupant of the aircraft for use in the event that a descent is necessitated by loss of cabin pressurization; and (ii) At flight altitudes above flight level 350 unless one pilot at the controls of the airplane is wearing and using an oxygen mask that is secured and sealed and that either supplies oxygen at all times or automatically supplies oxygen whenever the cabin pressure altitude of the airplane exceeds 14,000 feet (MSL), except that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if there are two pilots at the controls and each pilot has a quick-donning type of oxygen mask that can be placed on the face with one hand from the ready position within 5 seconds, supplying oxygen and properly secured and sealed.



AIRBUS

SUPPLEMENTAL OXYGEN


(2) Notwithstanding paragraph (b)(1)(ii) of this section, if for any reason at any time it is necessary for one pilot to leave the controls of the aircraft when operating at flight altitudes above flight level 350, the remaining pilot at the controls shall put on and use an oxygen mask until the other pilot has returned to that crewmember's station.

It is an operator responsibility to implement these procedures. However Airbus FCOM provides an observation at Normal Procedures (Cruise section)

INOPERATIVE INSTRUMENTS AND EQUIPMENT


(a) Except as provided in paragraph (d) of this section, no person may take off an aircraft with inoperative instruments or equipment installed unless the following conditions are met: (1) An Minimum Equipment List (MEL) for that aircraft developed by the operator (2) The aircraft has within it a letter of authorization, issued by ANAC authorizing operation of the aircraft under the Minimum Equipment List. The letter of authorization may be obtained by written request of the airworthiness certificate holder. The Minimum Equipment List and the letter of authorization constitute a supplemental type certificate for the aircraft. (3) The approved Minimum Equipment List must-- (i) Be prepared in accordance with the limitations specified in paragraph (b) of this section; and (ii) Provide for the operation of the aircraft with the instruments and equipment in an inoperable condition.

It is an operator responsibility to formulate a MEL (Minimum Equipment List) following this rule. It is the operator responsibility to develop his own MEL based in the manufacturer MMEL (Master Minimum Equipment List)

(4) The aircraft records available to the pilot must include an entry describing the inoperable instruments and equipment. Under the operators responsibility to comply

(5) The aircraft is operated under all applicable conditions and limitations contained in the Minimum Equipment List and the letter authorizing the use of the list.

It is the operator responsibility to receive the approval from the State of Register.



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(b) The following instruments and equipment may not be included in a Minimum Equipment List: (1) Instruments and equipment that are either specifically or otherwise required by the airworthiness requirements under which the aircraft is type certificated and which are essential for safe operations under all operating conditions. (2) Instruments and equipment required by an airworthiness directive to be in operable condition unless the airworthiness directive provides otherwise. (3) Instruments and equipment required for specific operations by this regulation.

It is an operator responsibility to formulate a MEL (Minimum Equipment List) following this rule.

ATC TRANSPONDER AND ALTITUDE REPORTING EQUIPMENT


(a) All airspace: Brazilian-registered civil aircraft. For operations not conducted under RBAC 121 or RBAC 135, ATC transponder equipment installed must meet the performance and environmental requirements of any class of TSO-C74b (Mode A) or any class of TSO-C74c (Mode A with altitude reporting capability) as appropriate, or the appropriate class of TSO-C112 (Mode S).

The ATC transponders installed on Airbus aircraft meets the requirements.

(b) All airspace. Unless otherwise authorized or directed by ATC, no person may operate an aircraft in the airspace described in paragraphs (b)(1) through (b)(2) of this section, unless that aircraft is equipped with an operable coded radar beacon transponder having either Mode 3/A 4096 code capability, replying to Mode 3/A interrogations with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the code specified by ATC and intermode and Mode S interrogations in accordance with the applicable provisions specified in TSO C-112, and that aircraft is equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. This requiremen The transponder mode S Enhanced Surveillance (EHS) has been demonstrated to comply with airworthiness requirements contained in ICAO Doc 7030/4 and requirements of CS.ACNS.D.ELS/EHS for elementary and enhanced surveillance in designated European airspace. The transponder mode S extended squitter, Automatic Dependent Surveillance-Broadcast (ADS-B)t applies--

For A350 aircraft two ATC mode "S" Transponders are installed. The aircraft is equipped with pressure altitude reporting secondary surveillance radar (SSR) transponder. The transponder mode S Enhanced Surveillance (EHS) has been demonstrated to comply with airworthiness requirements contained in ICAO Doc 7030/4 and requirements of CS.ACNS.D.ELS/EHS for elementary and enhanced surveillance in designated European airspace. The transponder mode S extended squitter, Automatic Dependent Surveillance-Broadcast (ADS-B) out function has been demonstrated to comply with airworthiness requirements for ADS-B Out in Non-Radar Areas and Radar Areas.



AIRBUS

ATC TRANSPONDER AND ALTITUDE REPORTING EQUIPMENT


(1) aircraft operating in Class A, Class B, and Class C, Class D and Class E airspace areas; and (2) aircraft operating in Class G airspace above FL 100, excluding the portion of such air space below 2500 feet (inclusive) above the surface.

(c) Transponder-on operation. While in the airspace as specified in paragraph (b) of this section or in all controlled airspace, each person operating an aircraft equipped with an operable ATC transponder maintained in accordance with Sec. 91.413 of this part shall operate the transponder, including Mode C equipment if installed, and shall reply on the appropriate code or as assigned by ATC.


(d) Authorized deviations. (1) failure of the aircraft transponder: authorization for deviations from this section shall be requested to ATC having jurisdiction over the airspace concerned, in accordance with Air Traffic CIRTRAF Circular 100-23, dated 10 July 2003 issued by DECEA and (2) aircraft without transponder: an aircraft that is not a type originally approved with a system powered by electric motor (or has not been subsequently approved with such a system installed), balloons or gliders may conduct operations without a transponder equipment installed since within the norms of Air Traffic CIRTRAF Circular 100-23, dated 10 July 2003 issued by DECEA.




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CORRESPONDENCE: TRANSPONDER AND ALTIMETER


No person may operate any automatic pressure altitude reporting equipment associated with a radar beacon transponder: Under the operators responsibility to comply (a) When deactivation of that equipment is directed by ATC; (b) Unless, as installed, that equipment was tested and calibrated to transmit altitude data corresponding within 125 feet (on a 95 percent probability basis) of the indicated or calibrated datum of the altimeter normally used to maintain flight altitude, with that altimeter referenced to 29.92 inches of mercury for altitudes from sea level to the maximum operating altitude of the aircraft; or

The transponder installed meets requirements in accordance Airbus quality design standards. Refer to 91.215 (b)

(c) Unless the altimeters and digitizers in that equipment meet the standards of TSO-C10b and TSO-C88, respectively.

ALTITUDE ALERTING SYSTEM


Altitude alerting system or device: Turbojet-powered civil airplanes.

Altitude alert function is given on the PFDs with an associated aural warning when deviating from a preselected altitude.

(a) Except as provided in paragraph (d) of this section, no person may operate a turbojet-powered Brazilian-registered civil airplane unless that airplane is equipped with an approved altitude alerting system or device that is in operable condition and meets the requirements of paragraph (b) of this section. (b) Each altitude alerting system or device required by paragraph (a) of this section must be able to-- (1) Alert the pilot-- (i) Upon approaching a preselected altitude in either ascent or descent, by a sequence of both aural and visual signals in sufficient time to establish level flight at that preselected altitude; or (ii) Upon approaching a preselected altitude in either ascent or descent, by a sequence of visual signals in sufficient time to establish level flight at that preselected altitude, and when deviating above and below that preselected altitude, by an aural signal;



AIRBUS

ALTITUDE ALERTING SYSTEM


(2) Provide the required signals from sea level to the highest operating altitude approved for the airplane in which it is installed;

The A350 family, has three radio altimeters installed and three pressure altimeters are installed and calibrated to indicate pressure altitude in a standard atmosphere. However it is the operator responsibility to do the appropriate maintenance.

(3) Preselect altitudes in increments that are commensurate with the altitudes at which the aircraft is operated; (4) Be tested without special equipment to determine proper operation of the alerting signals; and (5) Accept necessary barometric pressure settings if the system or device operates on barometric pressure. However, for operation below 3,000 feet AGL, the system or device need only provide one signal, either visual or aural, to comply with this paragraph. A radio altimeter may be included to provide the signal if the operator has an approved procedure for its use to determine DA/DH or MDA, as appropriate. (c) Each operator to which this section applies must establish and assign procedures for the use of the altitude alerting system or device and each flight crewmember must comply with those procedures assigned to him.




AIRBUS

TCAS – TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM


(a) In all Brazilian airspace; civil aircraft registered in Brazil: any embedded system for preventing collisions installed on a civil aircraft registered in Brazil must be approved by the aviation authority.

It is the operators responsibility to apply for the CAA approval.

(b) Embedded system for collision avoidance. Required operation. Each person operating an aircraft equipped with ACAS operating conditions should keep the system powered on and operating.

All the A350 family is equipped with TCAS II type 7.1 current standard. . This system provides a collision avoidance capability which operates independently of ground based Air Traffic Control. It provides advice to the pilots of potential conflicting aircraft. TCAS operates by triggering a coded response from transponders carried by other aircraft. Repeated interrogations establish relative position and trajectory and in so doing determine whether a responding aircraft constitutes a collision hazard. Alerts and/or commands are then generated to alert the crew of potential conflict which, if necessary, are followed by avoidance instructions.

(c) [Airspace RVSM (Reduced Vertical Separation Minimum). Notwithstanding the provisions of paragraph (b) of this section, when operating an aircraft in RVSM airspace, no person may maintain an ACAS II on and running unless this system is the type ACAS II (TCAS II, version 7.0 or higher). (d) aircraft transport category configuration for passengers with more than 30 seats, having received its first Certificate of Airworthiness (regardless of the country of the issuer thereof) on or after January 1, 2008, must be equipped with ACAS II (TCAS II, type 7.0 or higher). (e) aircraft transport category configuration for passengers with more than 19 seats, having received its first Certificate of Airworthiness (regardless of the country of the issuer thereof) on or after January 1, 2010, must be equipped with ACAS II (TCAS II, type 7.0 or higher). ]



AIRBUS

TERRAIN AWARENESS AND WARNING SYSTEM (GPWS)


(a) Airplanes manufactured after December 31, 2003. Except as provided in paragraph (d) of this section, no person may operate a turbine engine powered airplane registered in Brazil with a configuration of six or more passenger seats, excluding any pilot seat, unless that airplane is equipped with an approved system of perception and proximity alarm soil (EGPWS) that meets the requirements for Class B equipment from OTP (TSO)-C151 (equipment having the detection function of terrain ahead of the aircraft).

Covered by the aircraft Type Design: (a)- The EGPWC installed contains all GPWS functions as well as Terrain Awareness and Warning System (TAWS) and Terrain Clearance Floor( TCF) functions.. (b)- The EGPWC generates aural and visual warnings if the aircraft adopts a potentially hazardous condition with respect to the different modes (in accordance with TSO C92c).

(b) [Airplanes manufactured on or before January 1, 2004. Except as provided in paragraph (d) of this section, no person may operate a turbine engine powered airplane registered in Brazil with a configuration of six or more passenger seats, excluding any pilot seat, after December 31, 2007, unless that the airplane is equipped with an approved system of perception and ground proximity alarm that meets the requirements for Class B equipment from OTP (TSO) - C151 (equipment having the detection function of terrain ahead of the aircraft).] (c) Airplane Flight Manual. The Airplane Flight Manual shall contain appropriate procedures for -- (1) The use of the terrain awareness and warning system; and (2) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings.

(c)- The Terrain Awareness Display and Terrain Clearance Floor functions included in EGPWC provide visual warning (display on Navigation Display or GPWS light) and aural warning. The forward looking capability is given. The procedures are covered by the AFM in the section NORMAL PROCEDURES – NAVIGATION.

REQUIREMENTS FOR ELECTRONIC EQUIPMENT ON BOARD


All electronic equipment on board required by this Regulation and by RBAC 121 and 135 that receive and / or transmit radio signals to / from stations systems air traffic control, meteorology, and search and rescue must meet the standards and specifications established by the Department Control-Airspace DECEA.

The electronic equipment for communication: transmit and receive radio signals with air traffic control, meteorology, and search and rescue installed in the A350 are in accordance with the Brazilian regulation “Instrução do Comando da Aeronáutica” (Instruction from the Air Force) ICA 100-31 “REQUIREMENTS FOR AIR TRAFFIC SERVICES“



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AIRCRAFT WITH CERTIFICATE OF AIRWORTHINESS BASED ON PROVISIONAL TYPE CERTIFICATE

OPERATING LIMITATIONS


No person may operate a transport category airplane in air commerce unless that airplane is equipped with an aural speed warning device that complies with RBAC 25.1303 (c)(1).

Not Applicable to A350.

AIRCRAFT HAVING EXPERIMENTAL CERTIFICATES – “CAVE”: OPERATING LIMITATIONS



Not Applicable to A350

AIRCRAFT WITH EXPERIMENTAL CERTIFICATE – “CAV” – OPERATING LIMITATIONS


(a) No person may operate an experimental aircraft (not approved) manufactured or assembled exclusively for activities of sport and / or leisure: (1) without a certificate of authorization for flight (CAV) issued by the ANAC;

Not Applicable to A350

AIRCRAFT CERTIFIED UNDER PRIMARY CATEGORY – OPERATING LIMITATIONS


(a) No person may operate an aircraft certified under primary category carrying persons or cargo for profit. Not Applicable to A350



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INSPECTIONS

RBHA 91: Item 91.409(f)(3) Means of compliance

(f) Selection of inspection program under paragraph (e) of this section. The registered owner or operator of each airplane or turbine-powered rotorcraft described in paragraph (e) of this section must select, identify in the aircraft maintenance records, and use one of the following programs for the inspection of the aircraft: (…) (3) A current inspection program recommended by the manufacturer.

Airbus provides to their customers at time of delivery a Maintenance Planning Document – MPD and the Aircraft Maintenance Manual – AMM customize in accordance with the aircraft delivered and it can be used as inspection program by the operator. This information is provided for each operator via Airbus AirN@v site.

SPECIAL PROGRAM REQUIREMENTS FOR MAINTENANCE


(a) No person may operate an Airbus Model A300 (excluding the -600 series), one British Aerospace Model BAC 1-11, Boeing Model 707, 720, 727, 737 or 747, one McDonnell Douglas Model DC-8, DC-9/MD80 or DC-10, Model a Fokker F-28 or Lockheed L-1011 beyond the applicable number of flight cycles for the implementation specified below, or after May 25, 2004, whichever occurs earlier, unless they have been issued operations specifications with reference to lines of action for the assessment of repairs to the surface of the pressure vessel of the fuselage (fuselage skin, door trim and souls of the caves closed) and such lines of action have been incorporated into the its maintenance program. The lines of action for repair evaluation must be approved by the ANAC.

Not applicable



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SPECIAL PROGRAM REQUIREMENTS FOR MAINTENANCE


(b) After December 1, 2006, no person may operate a transport category with turbine engines aircraft, type certificated after January 1, 1958 with maximum configuration for passengers with more than 30 seats and / or with a maximum load capacity paid 7500 pounds or more, unless instructions for maintenance and inspection of the fuel tank system are incorporated into its inspection program. Such instructions should be directed to the actual system configuration of fuel tanks of each affected airplane and must be approved by the ANAC.Os Operators shall submit their requests to ANAC that can add comments before sending them to the ANAC. After approval of the instructions, the same may be revised with the approval of the ANAC. Operators shall submit their requests for revisions to the DAC that can add comments before sending them to the ANAC.

The mandatory inspections pertaining to the A350 family Centre Tank FRM have been incorporated in the ALS part 5, Fuel Airworthiness Limitations The maintenance tasks referred in the Aircraft Maintenance Manual – AMM ATA 28-11

EQUIPMENT REQUIREMENTS: NIGHT VFR OPERATIONS


No person may operate an airplane at night under VFR unless that airplane is equipped with the instruments and equipment required under Sec. 91.205(c) and one electric landing light for night operations. Each required instrument and item of equipment must be in operable condition.

Two Landing lights are installed in each wing to fuselage fairing and the compliance with 91.205(c) is explained in the referred section.



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RADIO EQUIPMENT FOR OVERWATER OPERATIONS


(a) Except as provided in paragraphs (c), (d), and (f) of this section, no person may take off an airplane for a flight over water more than 30 minutes flying time or 100 nautical miles from the nearest shore unless it has at least the following operable equipment: [(1) Radio communication equipment appropriate to the facilities to be used and able to transmit to, and receive from, at least one communication facility from any place along the route:] (i) Two transmitters. (ii) Two microphones. (iii) Two headsets or one headset and one speaker. (iv) Two independent receivers. (2) Appropriate electronic navigational equipment consisting of at least two independent electronic navigation units capable of providing the pilot with the information necessary to navigate the airplane within the airspace assigned by air traffic control. However, a receiver that can receive both communications and required navigational signals may be used in place of a separate communications receiver and a separate navigational signal receiver or unit.

The A350 is equipped with 3 independent VHF transceivers/receivers (they operate from 118 to 136.975 MHZ with 8.33 KHz spacing between channels) and 1 independent HF transceiver/receiver are installed A dual X-band weather radar system, incorporating a Doppler mode (turbulence detection), is installed . It is capable of detecting thunderstorms and other potentially hazardous weather conditions. Two independent Primary Flight Displays (PFD), two independent Navigation Displays (ND) and one Electronic Centralised Aircraft Monitoring (ECAM) provide the flight crew with full-time flight guidance, navigation and system advisory information for all flight phases. These items are covered by Type Certification (ref.: CS 25.1307 – MISCELLANEOUS EQUIPMENT)

(b) For the purposes of paragraphs (a)(1)(iv) and (a)(2) of this section, a receiver or electronic navigation unit is independent if the function of any part of it does not depend on the functioning of any part of another receiver or electronic navigation unit. (d) Notwithstanding the provisions of paragraph (a) of this section, when both VHF and HF communications equipment are required for the route and the airplane has two VHF transmitters and two VHF receivers for communications, only one HF transmitter and one HF receiver is required for communications.



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PASSENGER INFORMATION


(a) Except as provided in paragraph (b) of this section, no person may operate an airplane carrying passengers unless it is equipped with signs that are visible to passengers and flight attendants to notify them when smoking is prohibited and when safety belts must be fastened. The signs must be so constructed that the crew can turn them on and off. They must be turned on during airplane movement on the surface, for each take-off, for each landing, and when otherwise considered to be necessary by the pilot in command.

The Safety Briefing information to be provided by the operator in the form of a pre-flight briefing to inform the passengers of the location and use of emergency exits and the use of the emergency equipment. The Cabin Intercommunication Data System CIDS, Public Address System, overhead Illuminated ‘Fasten Seat belt’ signs These signs are controlled manually and automatically from the flight deck

(b) The pilot in command of an airplane that is not required, in accordance with applicable aircraft and equipment requirements of this regulation, to be equipped as provided in paragraph (a) of this section shall ensure that the passengers are notified orally each time that it is necessary to fasten their safety belts and when smoking is prohibited. (c) If passenger information signs are installed, no passenger or crewmember may smoke while any "no smoking" sign is lighted nor may any passenger or crewmember smoke in any lavatory.

Each lavatory is equipped with an ambient smoke detector that inform the crew in case of smoke in the lavatory. Which provides aural and visual warnings to the flight crew and cabin crew. No Smoking signs are installed in the lavatories in accordance with the aircraft type design.

(d) Each passenger required by Sec. 91.107(a)(3) to occupy a seat or berth shall fasten his or her safety belt about him or her and keep it fastened while any "fasten seat belt" sign is lighted. Under the operators responsibility to comply

(e) Each passenger shall comply with instructions given him or her by crewmembers regarding compliance with paragraphs (b), (c), and (d) of this section.



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SHOULDER HARNESS


(a) No person may operate a transport category airplane that was type certificated after January 1, 1958, unless it is equipped at each seat at a flight deck station with a combined safety belt and shoulder harness that meets the applicable requirements specified in Sec. 25.785 of RBAC 25, except that-- (1) Shoulder harnesses and combined safety belt and shoulder harnesses that were approved and installed before March 6, 1980, may continue to be used; and (2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane.

There is a seat and a seat belt for every passenger over than two years old and for the crew there are safety harnesses for each flight crew seat. This item is covered by type certification (ref.: CS 25.785 – SEATS, BERTHS, SAFETY BELTS AND HARNESSES (a)(b)(c)(d)(e)(f)(g)(i) AC25.17A)

(b) No person may operate a transport category airplane unless it is equipped at each required flight attendant seat in the passenger compartment with a combined safety belt and shoulder harness that meets the applicable requirements specified in Sec. 25.785 of RBAC 25, except that-- (1) Shoulder harnesses and combined safety belt and shoulder harnesses that were approved and installed before March 6, 1980, may continue to be used; and (2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane.



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CARRIAGE OF CARGO


(a) No pilot in command may permit cargo to be carried in any airplane unless-- (1) It is carried in an approved cargo rack, bin, or compartment installed in the airplane; (2) It is secured by means approved by ANAC; or (3) It is carried in accordance with each of the following: (i) It is properly secured by a safety belt or other tiedown having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions. (ii) It is packaged or covered to avoid possible injury to passengers. (iii) It does not impose any load on seats or on the floor structure that exceeds the load limitation for those components. (iv) It is not located in a position that restricts the access to or use of any required emergency or regular exit, or the use of the aisle between the crew and the passenger compartment. (v) is not carried directly above seated passengers unless in approved compartments ("overhead bin"). (b) When cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand fire extinguisher.

Under the operators responsibility to comply Applicable procedures for loading the aircraft are given in the "Cargo Loading Manual", "Weight and Balance Manual" of the aircraft and in the IATA "Airport Handling Manual". Passenger baggage, carry-on articles and equipment is designed for its placarded maximum weight of contents and for the critical load distribution. It is covered by Type Certification (ref.: CS 25.787 – STOWAGE COMPARTMENTS) No cargo is carried in the passenger cabin.



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ICING CONDITIONS


(a) No pilot may take off an airplane that has: (1) ice, frost or snow adhering to any propeller, windshield, engine installation or parts of a system airspeed, altimeter, vertical speed or flight attitude instrument; (2) Snow or ice adhering to the wings, stabilizers and control surfaces, or (3) any frost adhering to the wings, stabilizers and control surfaces, unless that frost has been polished until it becomes smooth.

It is the operator responsibility to ensure compliance to the operational requirements in cold conditions. Airbus aircraft are equipped with ice and rain protection system which ensures the operation in conditions of ice or heavy rain. It is also covered by a the type certification process (CS 25.1419 – ICE PROTECTION) The A350 has: •Two ice detectors •Two visual ice indicators. The following parts of the aircraft are protected against ice accretion via electrical heating: •Integrated Static Probes (ISP) •Multifunction Probes (MFP) •Side Slip Angle (SSA) probes •Static and Pitot probes (Standby probes) •Cockpit windows •Water/waste drain masts. The following parts of the aircraft are protected against ice accretion via hot Bleed Air: •Engine nacelles •Slats 3, 4 and 5 on each wing.

(b) Except for an airplane that has ice protection provisions established by SFAR 23, section 34, issued by the "Federal Aviation Administration" in the United States, or an approved transport category aircraft, no pilot can fly: (1) IFR conditions in known or forecast moderate ice formation; (2) VFR conditions in known or forecast light or moderate training ice unless the aircraft has, in operation, anti-icing or de-icing equipment protecting each propeller, windshield, wing, stabilizing or control surface, and each system speedometer, altimeter, vertical speed and attitude instrument flying.

Not applicable: A350 are certified under CS 25 – Transport category.

(c) Except for an airplane that has ice protection provisions that meet the requirements in section 34 of Special Federal Aviation Regulation No. 23, or those for



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ICING CONDITIONS


transport category airplane type certification, no pilot may fly an airplane into known or forecast severe icing conditions.



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AURAL SPEED WARNING DEVICE



ECAM provides an aural and visual (red) warning which alerts the crew of overspeed situations, It is covered by Type Certification (ref.: CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS)

NOISE – SUBSONIC AIRPLANES


The subsonic aircraft, according to their classification in relation to the external noise level, are subject to the following restrictions for operation in Brazil: (a) Aircraft group "NC": (1) from December 31, 1996 can no longer receive initial Brazilian registration; (4) from December 31, 1998 can no longer be operated in national airports in the period between 23:00 and 06:00 local, except in airports SBFZ, SBRF, SBRJ, SBSP and SBVT, in which the restriction extends to 24 hours a day, and (5) from December 31, 2000 can no longer be operated in the Brazilian territory. Not applicable to A350

The Standards of chapter 2 of ICAO annex 16 – ENVIRONMENTAL PROTECTION are applicable to subsonic jet aeroplanes which the application for a Type Certificate was submitted before 6 October 1977.

(b) Aircraft Group "Chapter 2": (1) from December 31, 2002 can no longer receive initial Brazilian registration; (3) from December 31, 2004 every Brazilian airline operation must withdraw annually at least 20% of the aircraft in its fleet "chapter 2" existing at that date. (4) from December 31, 2010 planes "Chapter 2" can no longer operate in the Brazilian territory. (6) the planes "Chapter 2" widebody ("wide-body") are not subject to restrictions imposed by paragraph (b) of this section. Operational limitations on the level of external noise such aircraft will be properly defined by ANAC. For purposes of this regulation "wide-body aircraft" is an airplane with a passenger seating configuration contains a row with more than 6 seats side by side, positioned across the fuselage.



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RBAC 121

Commercial Air Transportation



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AIRPLANE FLIGHT MANUAL

RBAC 121: Item 121.141 Means of compliance

(a) Each certificate holder shall keep a current approved airplane flight manual for each type of airplane that it operates except for non-transport category airplanes certificated before January 1, 1965. (b) In each airplane required to have an airplane flight manual in paragraph (a) of this section, the certificate holder shall carry either the manual required by Sec. 121.133, if it contains the information required for the applicable flight manual and this information is clearly identified as flight manual requirements, or an approved Airplane Manual. If the certificate holder elects to carry the manual required by Sec. 121.133, the certificate holder may revise the operating procedures sections and modify the presentation of performance data from the applicable flight manual if the revised operating procedures and modified performance date presentation are-- (1) Approved by the ANAC; and (2) Clearly identified as airplane flight manual requirements.

To keep and receive an approval for the AFM is the operator responsibility. Airbus provides and Aircraft Flight Manual (AFM) which has to be used as reference by the operator to develop his own Flight Crew Operations Manual (FCOM) and Quick Reference Handbook (QRH). However, at the time of delivery Airbus will provide also to the customer a set of manuals in accordance with the specific aircraft customization.

AIRCRAFT CERTIFICATION


(b) Airplanes certificated after June 30, 1942. Except as provided in paragraphs (c), (d), (e), and (f) of this section, no certificate holder may operate an airplane that was type certificated after June 30, 1942, unless it is certificated as a transport category airplane and meets the requirements of Sec. 121.173(a), (b), (d), and (e).

Airbus A350 aircraft are certified in the Transport category (More information in the TCDS – Certification Basis) and to meet the established in requirements 121.179(a), (b), (d), and (e) is the operator responsibility.



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AIRPLANE LIMITATIONS – TYPE OF ROUTE


[(a) Unless approved by ANAC in accordance with Appendix P of this part and authorized in the certificate holder's operations specifications, no certificate holder may operate a turbine-engine-powered airplane over a route that contains a point-- (1) Farther than a flying time from an Adequate Airport (at a one-engine-inoperative cruise speed under standard conditions in still air) of 60 minutes for a two-engine airplane or 180 minutes for a passenger-carrying airplane with more than two engines; (2) Within the North Polar Area; or (3) Within the South Polar Area.] (b) No person may operate an aircraft ground over large expanses of water, unless the aircraft is certified or approved, as applicable, for ditching under provisions of RBAC 25. (d) Unless authorized by ANAC based on the character of the terrain, the kind of operation, or the performance of the airplane to be used, no certificate holder may operate a reciprocating-engine-powered airplane over a route that contains a point farther than 75 minutes flying time (at a one-engine-inoperative cruise speed under standard conditions in still air) from an Adequate Airport.

It is the operator responsibility to provide an adequate alternate aerodrome for each operation to be performed. The AFM, in the PERFORMANCE section, has the information for One Engine Inoperative path for each weight, altitude, and ambient temperature, within the operating limits established for the aeroplane. Airbus A350 is certified for ETOPS as specified in the EASA TCDS A.151 Operational ETOPS approval is granted by ANAC.



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ETOPS – TYPE DESIGN APPROVAL BASIS


Except for a passenger-carrying airplane with more than two engines manufactured prior to February 17, 2015 and except for a two-engine airplane that, when used in ETOPS, is only used for ETOPS of 75 minutes or less, no certificate holder may conduct ETOPS unless the airplane has been type design approved for ETOPS and each airplane used in ETOPS complies with its CMP document as follows: (a) For a two-engine airplane, that is of the same model airplane-engine combination that received ANAC approval for ETOPS up to 180 minutes prior to February 15, 2007, the CMP document for that model airplane-engine combination in effect on February 14, 2007. (b) For a two-engine airplane, that is not of the same model airplane-engine combination that received ANAC approval for ETOPS up to 180 minutes before February 15, 2007, the CMP document for that new model airplane-engine combination issued in accordance with Sec. 25.3(b)(1) of RBAC 25. (c) For a two-engine airplane approved for ETOPS beyond 180 minutes, the CMP document for that model airplane-engine combination issued in accordance with Sec. 25.3(b)(2) of RBAC 25. (d) For an airplane with more than 2 engines manufactured on or after February 17, 2015, the CMP document for that model airplane-engine combination issued in accordance with Sec. 25.3(c) of RBAC 25.]

It is the operators responsibility to negotiate with the State of Operator for the ETOPS operational approval. The type-design reliability and performance of this aircraft-engine combination has been evaluated and found to comply with ETOPS Configuration ,Maintenance Procedures (CMP) document, XWB/EASA: CS 25.1535/CMP. This finding does not constitute an approval to conduct Extended Range Operations (operational approval must be obtained from the responsible Authority). The EASA approved Airbus ETOPS CMP document is provided to each operator at the time of the aircraft delivery.



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OPERATIONAL EVALUATION FLIGHT TESTS


(a) Initial airplane proving tests. No person may operate an airplane not before proven for use in a kind of operation under this rule or RBAC 135 unless an airplane of that type has had, in addition to the airplane certification tests, at least 100 hours of proving tests acceptable ANAC, including a representative number of flights into en route airports. The requirement for at least 100 hours of proving tests may be reduced by ANAC if ANAC determines that a satisfactory level of proficiency has been demonstrated to justify the reduction. At least 10 hours of proving flights must be flown at night; these tests are irreducible. (b) Proving tests for kinds of operations. Unless otherwise authorized by ANAC, for each type of airplane, a certificate holder must conduct proving tests acceptable to ANAC for each kind of operation it intends to conduct, including a representative number of flights into en route airports. (c) Proving tests for materially altered airplanes. Unless otherwise authorized by ANAC, for each type of airplane that is materially altered in design, a certificate holder must conduct proving tests acceptable to ANAC for each kind of operation it intends to conduct with that airplane, including a representative number of flights into en route airports. (d) Definition of materially altered. For the purposes of paragraph (c) of this section, a type of airplane is considered to be materially altered in design if the alteration includes-- (1) The installation of powerplants other than those of a type similar to those with which it is certificated; or (2) Alterations to the aircraft or its components that materially affect flight characteristics. (e) No certificate holder may carry passengers in an aircraft during proving tests, except for those needed to make the test and those designated by ANAC. However, it may carry mail, express, or other cargo, when approved.

Compliance to this operational requirement to be reviewed by the operator with ANAC.



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CABIN INTERIORS


(a) Except as provided in Sec. 121.312, each compartment used by the crew or passengers must meet the requirements of this section. (b) Materials must be at least flash resistant. (c) The wall and ceiling linings and the covering of upholstering, floors, and furnishings must be flame resistant. (d) Each compartment where smoking is to be allowed must be equipped with self-contained ash trays that are completely removable and other compartments must be placarded against smoking.

Covered by Type Certification (ref.: CS 25.583 – COMPARTMENT INTERIORS)

(e) Each receptacle for used towels, papers, and wastes must be of fire-resistant material and must have a cover or other means of containing possible fires started in the receptacles.

A fire extinguisher is located under the sink above the waste bin in each lavatory. Fire containment for lavatory waste bins in accordance with the type design.

INTERNAL DOORS


In any case where internal doors are equipped with louvres or other ventilating means, there must be a means convenient to the crew for closing the flow of air through the door when necessary.

There are no provisions for internal doors with louvres.



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VENTILATION


Each passenger or crew compartment must be suitably ventilated. Carbon monoxide concentration may not be more than one part in 20,000 parts of air, and fuel fumes may not be present. In any case where partitions between compartments have louvres or other means allowing air to flow between compartments, there must be a means convenient to the crew for closing the flow of air through the partitions, when necessary.

The air conditioning system keeps the air in the pressurized fuselage compartments at the correct pressure, temperature and freshness. In normal conditions, the pneumatic system supplies air to the air conditioning system from: - the main engine compressors, - the APU compressor, - a high-pressure ground-air supply-unit. The hot compressed air is cooled, conditioned and supplied to the fuselage compartments and then discharged overboard through the outflow valves. Covered by Type Certification (ref.: CS 25.1438 – PRESSURISATION AND LOW PRESSURE PNEUMATIC SYSTEMS)



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FIRE PRECAUTIONS


(a) Each compartment must be designed so that, when used for storing cargo or baggage, it meets the following requirements: (1) No compartment may include controls, wiring, lines, equipment, or accessories that would upon damage or failure, affect the safe operation of the airplane unless the item is adequately shielded, isolated, or otherwise protected so that it cannot be damaged by movement of cargo in the compartment and so that damage to or failure of the item would not create a fire hazard in the compartment.

Each compartment for the stowage of cargo, baggage, carry-on articles and equipment is designed for its placarded maximum weight of contents and for the critical load distribution. It is covered by Type Certification (ref.: 25.0787 – STOWAGE COMPARTMENTS)

(2) Cargo or baggage may not interfere with the functioning of the fire-protective features of the compartment.

This item is covered by Type Certification (ref.: CS 25.0855 – CARGO OR BAGGAGE COMPARTMENTS).

(3) Materials used in the construction of the compartments, including tie-down equipment, must be at least flame resistant. (4) Each compartment must include provisions for safeguarding against fires according to the classifications set forth in paragraphs (b) through (f) of this section. (b) Class A. Cargo and baggage compartments are classified in the "A" category if--

Covered by Type Certification (ref.:CS 25.851 – FIRE EXTINGUISHERS) (1) A fire therein would be readily discernible to a member of the crew while at his station; and (2) All parts of the compartment are easily accessible in flight. There must be a hand fire extinguisher available for each Class A compartment. (c) Class B. Cargo and baggage compartments are classified in the "B" category if enough access is provided while in flight to enable a member of the crew to effectively reach all of the compartment and its contents with a hand fire extinguisher and the compartment is so designed that, when the access provisions are being used, no hazardous amount of smoke, flames, or extinguishing agent enters any compartment occupied by the crew or passengers. Each Class B compartment must comply with the following:

Item covered by Type Certification (ref.: CS 25.857 – CARGO COMPARTMENT CLASSIFICATION and 25.851 – FIRE EXTINGUISHERS). (1) It must have a separate approved smoke or fire detector system to give warning at

the pilot or flight engineer station. (2) There must be a hand fire extinguisher available for the compartment. (3) It must be lined with fire-resistant material, except that additional service lining of flame-resistant material may be used.



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(d) Class C. Cargo and baggage compartments are classified in the "C" category if they do not conform with the requirements for the "A", "B", or "E" categories. Each Class C compartment must comply with the following: (1) It must have a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station. (2) It must have an approved built-in fire-extinguishing system controlled from the pilot or flight engineer station. (3) It must be designed to exclude hazardous quantities of smoke, flames, or extinguishing agents from entering into any compartment occupied by the crew or passengers. (4) It must have ventilation and draft controlled so that the extinguishing agent provided can control any fire that may start in the compartment. (5) It must be lined with fire-resistant material, except that additional service lining of flame-resistant material may be used.

Items covered by Type Certification (ref.: CS 25.857 – CARGO COMPARTMENT CLASSIFICATION and 25.851 – FIRE EXTINGUISHERS). Not applicable to A350 aircraft no Class ‘E’ cargo compartment.

(e) reserved (f) Class E. On airplanes used for the carriage of cargo only, the cabin area may be classified as a Class "E" compartment. Each Class E compartment must comply with the following: (1) It must be completely lined with fire-resistant material. (2) It must have a separate system of an approved type smoke or fire detector to give warning at the pilot or flight engineer station. (3) It must have a means to shut off the ventilating air flow to or within the compartment and the controls for that means must be accessible to the flight crew in the crew compartment. (4) It must have a means to exclude hazardous quantities of smoke, flames, or noxious gases from entering the flight crew compartment. (5) Required crew emergency exits must be accessible under all cargo loading conditions.



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CABIN INTERIORS – PROOF OF COMPLIANCE


Compliance with those provisions of RBAC 121.221 that refer to compartment accessibility, the entry of hazardous quantities of smoke or extinguishing agent into compartments occupied by the crew or passengers, and the dissipation of the extinguishing agent in Class "C" compartments must be shown by tests in flight. During these tests it must be shown that no inadvertent operation of smoke or fire detectors in other compartments within the airplane would occur as a result of fire contained in any one compartment, either during the time it is being extinguished, or thereafter, unless the extinguishing system floods those compartments simultaneously.

Item covered by Type Certification (ref.: CS 25.857 – CARGO COMPARTMENT CLASSIFICATION and 25.851 – FIRE EXTINGUISHERS).

PRESSURE CROSS-FEED ARRANGEMENTS


(a) Pressure cross-feed lines may not pass through parts of the airplane used for carrying persons or cargo unless--

Not applicable. As per type design, there are no cross-feed lines passing through parts of the airplane used for carrying persons or cargo.

(1) There is a means to allow crewmembers to shut off the supply of fuel to these lines; or (2) The lines are enclosed in a fuel and fume-proof enclosure that is ventilated and drained to the exterior of the airplane. However, such an enclosure need not be used if those lines incorporate no fittings on or within the personnel or cargo areas and are suitably routed or protected to prevent accidental damage. (b) Lines that can be isolated from the rest of the fuel system by valves at each end must incorporate provisions for relieving excessive pressures that may result from exposure of the isolated line to high temperatures.



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LOCATION OF FUEL TANKS


(a) Fuel tanks must be located in accordance with RBAC 121.255. A350 complies with RBAC 121.255. (see paragraph 121.155). (b) No part of the engine nacelle skin that lies immediately behind a major air outlet from the engine compartment may be used as the wall of an integral tank. Covered by Type Certification (ref.: CS 25.0967 – FUEL TANK

INSTALLATIONS) (c) Fuel tanks must be isolated from personnel compartments by means of fume- and fuel-proof enclosures.

FUEL SYSTEM LINES AND FITTINGS


(a) Fuel lines must be installed and supported so as to prevent excessive vibration and so as to be adequate to withstand loads due to fuel pressure and accelerated flight conditions.

Covered by Type Certification (ref.: CS 25J0993 © (d)(e)– FUEL SYSTEM LINES AND FITTINGS)

(b) Lines connected to components of the airplanes between which there may be relative motion must incorporate provisions for flexibility. (c) Flexible connections in lines that may be under pressure and subject to axial loading must use flexible hose assemblies rather than hose clamp connections. (d) Flexible hose must be of an acceptable type or proven suitable for the particular application.

FUEL SYSTEM LINES AND FITTINGS


Fuel lines and fittings in each designated fire zone must comply with RBAC 121.259. More information about compliance with 121.259 can be found in the referred paragraph.



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FUEL VALVES


Each fuel valve must-- (a) Comply with RBAC 121.257;

More information about compliance with 121.257 can be found in the referred paragraph.

(b) Have positive stops or suitable index provisions in the "on" and "off" positions; and (c) Be supported so that loads resulting from its operation or from accelerated flight conditions are not transmitted to the lines connected to the valve. Covered by Type Certification (ref.: CS 25.0995 – FUEL VALVES)

OIL LINES AND FITTINGS – FIRE ZONES


Oil line and fittings in each designated fire zone must comply with RBAC 121.259. More information about compliance with 121.259 can be found in the referred paragraph.

OIL VALVES


(a) Each oil valve must-- (1) Comply with RBAC 121.257;


(2) Have positive stops or suitable index provisions in the "on" and "off" positions; and

Covered by Type Certification (ref.: CS 25.1025 – OIL VALVES) And CS 25.1189

(3) Be supported so that loads resulting from its operation or from accelerated flight conditions are not transmitted to the lines attached to the valve. (b) The closing of an oil shutoff means must not prevent feathering the propeller, unless equivalent safety provisions are incorporated.



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OIL SYSTEM DRAINS


Accessible drains incorporating either a manual or automatic means for positive locking in the closed position, must be provided to allow safe drainage of the entire oil system.

Covered by Type Certification (ref.: CS 25.1021 – OIL SYSTEM DRAINS)

ENGINE BREATHER LINES


(a) Engine breather lines must be so arranged that condensed water vapor that may freeze and obstruct the line cannot accumulate at any point.

Covered by Type Certification (ref.: CS 25.1017 – OIL LINES AND FITTINGS) Aircraft definition and engine certification have shown that the requirements of this paragraph are met.

(b) Engine breathers must discharge in a location that does not constitute a fire hazard in case foaming occurs and so that oil emitted from the line does not impinge upon the pilots' windshield. (c) Engine breathers may not discharge into the engine air induction system.

FIREWALLS


Each engine, auxiliary power unit, fuel-burning heater, or other item of combustion equipment that is intended for operation in flight must be isolated from the rest of the airplane by means of firewalls or shrouds, or by other equivalent means.

Covered by Type Certification (ref.: CS 25.1191 – FIREWALLS)



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FIREWALL CONSTRUCTION


Each fire wall and shroud must-- (a) Be so made that no hazardous quantity of air, fluids, or flame can pass from the engine compartment to other parts of the airplane;

Covered by Type Certification (ref.: CS 25.1191 – FIREWALLS) (b) Have all openings in the fire wall or shroud sealed with close-fitting fire-proof grommets, bushings, or firewall fittings; (c) Be made of fireproof material; and

COWLING


(a) Cowling must be made and supported so as to resist the vibration inertia, and air loads to which it may be normally subjected.

Covered by Type Certification (ref.: CS 25.1193 – COWLING AND NACELLE SKIN)

(b) Provisions must be made to allow rapid and complete drainage of the cowling in normal ground and flight attitudes. Drains must not discharge in locations constituting a fire hazard. Parts of the cowling that are subjected to high temperatures because they are near exhaust system parts or because of exhaust gas impingement must be made of fireproof material. Unless otherwise specified in these regulations all other parts of the cowling must be made of material that is at least fire resistant.



AIRBUS

DIAPHRAGM


Unless equivalent protection can be shown by other means, a diaphragm that complies with RBAC 121.247 must be provided on air-cooled engines to isolate the engine power section and all parts of the exhaust system from the engine accessory compartment.

Covered by Type Certification (ref.: CS 25.1193 – COWLING AND NACELLE SKIN)

POWERPLANT FIRE PROTECTION


(a) Designated fire zones must be protected from fire by compliance with Secs. 121.255 through 121.261.


(b) Designated fire zones are-- (1) Engine accessory sections; (2) Installations where no isolation is provided between the engine and accessory compartment; and (3) Areas that contain auxiliary power units, fuel-burning heaters, and other combustion equipment.

The cited fire zones were respected trough Type Certification (ref.: CS 25.1181 – DESIGNATED FIRE ZONES: REGIONS INCLUDED)

FLAMMABLE FLUIDS


(a) No tanks or reservoirs that are a part of a system containing flammable fluids or gases may be located in designated fire zones, except where the fluid contained, the design of the system, the materials used in the tank, the shutoff means, and the connections, lines, and controls provide equivalent safety.

Covered by Type Certification (ref.: CS 25.1185 – FLAMMABLE FLUIDS)

(b) At least one-half inch of clear airspace must be provided between any tank or reservoir and a firewall or shroud isolating a designated fire zone.



AIRBUS

SHUTOFF MEANS


(a) Each engine must have a means for shutting off or otherwise preventing hazardous amounts of fuel, oil, deicer, and other flammable fluids from flowing into, within, or through any designated fire zone. However, means need not be provided to shut off flow in lines that are an integral part of an engine.

Covered by Type Certification (ref.: CS 25.1189 – SHUT-OFF MEANS)

(b) The shutoff means must allow an emergency operating sequence that is compatible with the emergency operation of other equipment, such as feathering the propeller, to facilitate rapid and effective control of fires. (c) Shutoff means must be located outside of designated fire zones, unless equivalent safety is provided, and it must be shown that no hazardous amount of flammable fluid will drain into any designated fire zone after a shut off. (d) Adequate provisions must be made to guard against inadvertent operation of the shutoff means and to make it possible for the crew to reopen the shutoff means after it has been closed.

LINES AND FITTINGS


(a) Each line, and its fittings, that is located in a designated fire zone, if it carries flammable fluids or gases under pressure, or is attached directly to the engine, or is subject to relative motion between components (except lines and fittings forming an integral part of the engine), must be flexible and fire-resistant with fire-resistant, factory-fixed, detachable, or other approved fire-resistant ends.

Covered by Type Certification (ref.: CS 25.1183 – FLAMMABLE FLUID-CARRYING COMPONENTS)

(b) Lines and fittings that are not subject to pressure or to relative motion between components must be of fire-resistant materials.



AIRBUS

VENT AND DRAIN LINES


All vent and drain lines and their fittings, that are located in a designated fire zone must, if they carry flammable fluids or gases, comply with RBAC 121.259, if ANAC finds that the rupture or breakage of any vent or drain line may result in a fire hazard.

Covered by Type Certification (ref.: CS 25.1183 – FLAMMABLE FLUID-CARRYING COMPONENTS)

FIRE-EXTINGUISHING SYSTEMS


(a) Unless the certificate holder shows that equivalent protection against destruction of the airplane in case of fire is provided by the use of fireproof materials in the nacelle and other components that would be subjected to flame, fire-extinguishing systems must be provided to serve all designated fire zones.

Covered by Type Certification (ref.: CS 25.1195 – FIRE-EXTINGUISHER SYSTEMS)

(b) Materials in the fire-extinguishing system must not react chemically with the extinguishing agent so as to be a hazard.

Covered by Type Certification (ref.: CS 25.1201 – FIRE EXTINGUISHING SYSTEM MATERIALS)

FIRE-EXTINGUISHING AGENTS


Only methyl bromide, carbon dioxide, or another agent that has been shown to provide equivalent extinguishing action may be used as a fire-extinguishing agent. If methyl bromide or any other toxic extinguishing agent is used, provisions must be made to prevent harmful concentrations of fluid or fluid vapors from entering any personnel compartment either because of leakage during normal operation of the airplane or because of discharging the fire extinguisher on the ground or in flight when there is a defect in the extinguishing system. If a methyl bromide system is used, the containers must be charged with dry agent and sealed by the fire-extinguisher manufacturer or some other person using satisfactory recharging equipment. If carbon dioxide is used, it must not be possible to discharge enough gas into the personnel compartments to create a danger of suffocating the occupants.

In case of a bottle leakage in the nacelle and in the pylon, as well as in case of a normal discharge of one extinguisher and the agent is released, the ventilation airflows in the nacelle and in the pylon prevent any quantity of agent from entering any personnel compartment during flight conditions. This has been confirmed during the fire extinguishing tests conducted on the engine nacelle. Covered by Type Certification (ref.: CS 25.1197 – FLAMMABLE FLUID-CARRYING COMPONENTS)



AIRBUS

EXTINGUISHING AGENT CONTAINER PRESSURE RELIEF


(a) Extinguishing agent containers must be provided with a pressure relief mechanism to prevent bursting of the container because of excessive internal pressures. The discharge line from the relief connection must be installed in a manner so it can be inspected from the ground. There must be an indicator at the end of the discharge line, providing a visual indication when discharging the cylinder valve.

Covered by Type Certification (ref.: CS 25.1199 – EXTINGUISHING AGENT CONTAINERS)

EXTINGUISHING AGENT CONTAINER COMPARTMENT TEMPERATURE


Precautions must be taken to insure that the extinguishing agent containers are installed in places where reasonable temperatures can be maintained for effective use of the extinguishing system.

Covered by Type Certification (ref.: CS 25.1199 – EXTINGUISHING AGENT CONTAINERS)

FIRE-EXTINGUISHING SYSTEM MATERIALS


(a) Except as provided in paragraph (b) of this section, each component of a fire-extinguishing system that is in a designated fire zone must be made of fireproof materials. Covered by Type Certification (ref.:CS 25.1201 – FIRE

EXTINGUISHING SYSTEM MATERIALS) (b) Connections that are subject to relative motion between components of the airplane must be made of flexible materials that are at least fire-resistant and be located so as to minimize the probability of failure.



AIRBUS

FIRE DETECTOR SYSTEM


Enough quick-acting fire detectors must be provided in each designated fire zone to assure the detection of any fire that may occur in that zone.

The detectors are wired according to a dual loop system (with and logic), they are routed in order to give a quick warning whatever the origin of the fire is. Covered by Type Certification (ref.: CS 25.1203 – FIRE DETECTOR SYSTEM)

FIRE DETECTORS


Fire detectors must be made and installed in a manner that assures their ability to resist, without failure, all vibration, inertia, and other loads to which they may be normally subjected. Fire detectors must be unaffected by exposure to fumes, oil, water, or other fluids that may be present.

Covered by Type Certification (ref.:CS 25.1203 – FIRE DETECTOR SYSTEM)

PROTECTION OF OTHER AIRPLANE COMPONENTS AGAINST FIRE


(a) Except as provided in paragraph (b) of this section, all airplane surfaces aft of the nacelles in the area of one nacelle diameter on both sides of the nacelle centerline must be made of material that is at least fire resistant.

Covered by Type Certification (ref.: CS 25.867 – FIRE PROTECTION: OTHER COMPONENTS) (b) Paragraph (a) of this section does not apply to tail surfaces lying behind nacelles

unless the dimensional configuration of the airplane is such that the tail surfaces could be affected readily by heat, flames, or sparks emanating from a designated fire zone or from the engine compartment of any nacelle.



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CONTROL OF ENGINE ROTATION


(a) Except as provided in paragraph (b) of this section, each airplane must have a means of individually stopping and restarting the rotation of any engine in flight.

Covered by Type Certification (ref.: CS 25.903 – ENGINE) (b) In the case of turbine engine installations, a means of stopping the rotation need be provided only if ANAC finds that rotation could jeopardize the safety of the airplane.

FUEL SYSTEM INDEPENDENCE


(a) Each airplane fuel system must be arranged so that the failure of any one component does not result in the irrecoverable loss of power of more than one engine. Covered by Type Certification (ref.: CS 25.953 – FUEL SYSTEM

INDEPENDENCE) (b) A separate fuel tank need not be provided for each engine if the certificate holder shows that the fuel system incorporates features that provide equivalent safety.

INDUCTION SYSTEM ICE PREVENTION


A means for preventing the malfunctioning of each engine due to ice accumulation in the engine air induction system must be provided for each airplane.

Covered by Type Certification (ref.: CS 25.1093 – AIR INTAKE SYSTEM DE-ICING AND ANTI-ICING PROVISIONS)



AIRBUS

CARRIAGE OF CARGO IN PASSENGER COMPARTMENTS


(a) Except as provided in paragraph (b), (c), or (d) or this section, no certificate holder may carry cargo in the passenger compartment of an airplane. Under the operators responsibility to comply

(b) Cargo may be carried anywhere in the passenger compartment if it is carried in an approved cargo bin that meets the following requirements:

Each compartment for the stowage of cargo, baggage, carry-on articles and equipment is designed for its placarded maximum weight of contents and for the critical load distribution. It is covered by Type Certification (ref.: 25.0787 – STOWAGE COMPARTMENTS and CS 25.0621 – CASTING FACTORS).

(1) The bin must withstand the load factors and emergency landing conditions applicable to the passenger seats of the airplane in which the bin is installed, multiplied by a factor of 1.15, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin. (2) The maximum weight of cargo that the bin is approved to carry and any instructions necessary to insure proper weight distribution within the bin must be conspicuously marked on the bin. (3) The bin may not impose any load on the floor or other structure of the airplane that exceeds the load limitations of that structure. (4) The bin must be attached to the seat tracks or to the floor structure of the airplane, and its attachment must withstand the load factors and emergency landing conditions applicable to the passenger seats of the airplane in which the bin is installed, multiplied by either the factor 1.15 or the seat attachment factor specified for the airplane, whichever is greater, using the combined weight of the bin and the maximum weight of cargo that may be carried in the bin. (5) The bin may not be installed in a position that restricts access to or use of any required emergency exit, or of the aisle in the passenger compartment. Under the operators responsibility to comply

(6) The bin must be fully enclosed and made of material that is at least flame resistant. Covered by Type Certification (ref.: CS 25.0853 – COMPARTMENT INTERIORS)

(7) Suitable safeguards must be provided within the bin to prevent the cargo from shifting under emergency landing conditions.

Covered by Type Certification (ref.: CS 25.0787 – STOWAGE COMPARTMENTS)

(8) The bin may not be installed in a position that obscures any passenger's view of the "seat belt" sign "no smoking" sign, or any required exit sign, unless an auxiliary sign or other approved means for proper notification of the passenger is provided.

Covered by Type Certification (ref.: CS 25.1541 – MARKINGS AND PLACARDS)



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(c) Cargo may be carried aft of a bulkhead or divider in any passenger compartment provided the cargo is restrained to the load factors in RBAC 25.561(b)(3) and is loaded as follows:

Each compartment for the stowage of cargo, baggage, carry-on articles and equipment is designed for its placarded maximum weight of contents and for the critical load distribution. It is covered by Type Certification (ref.: 25.787 – STOWAGE COMPARTMENTS)

(1) It is properly secured by a safety belt or other tiedown having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions. (2) It is packaged or covered in a manner to avoid possible injury to passengers and passenger compartment occupants. (3) It does not impose any load on seats or the floor structure that exceeds the load limitation for those components. (4) Its location does not restrict access to or use of any required emergency or regular exit, or of the aisle in the passenger compartment. (5) Its location does not obscure any passenger's view of the "seat belt" sign, "no smoking" sign, or required exit sign, unless an auxiliary sign or other approved means for proper notification of the passenger is provided.

CARRIAGE OF CARGO IN CARGO COMPARTMENTS


When cargo is carried in cargo compartments that are designed to require the physical entry of a crewmember to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a crewmember to effectively reach all parts of the compartment with the contents of a hand fire extinguisher.

Not applicable to A350



AIRBUS

LANDING GEAR – AURAL WARNING DEVICE


(a) Except for airplanes that comply with the requirements of RBAC 25.729 RBAC 25 on or after January 6, 1992, each airplane must have a landing gear aural warning device that functions continuously under the following conditions: (1) For airplanes with an established approach wing-flap position, whenever the wing flaps are extended beyond the maximum certificated approach climb configuration position in the Airplane Flight Manual and the landing gear is not fully extended and locked. (2) For airplanes without an established approach climb wing-flap position, whenever the wing flaps are extended beyond the position at which landing gear extension is normally performed and the landing gear is not fully extended and locked.

Covered by Type Certification (ref.:CS 25.729 – RETRACTING MECHANISM)

(b) The warning system required by paragraph (a) of this section-- (1) May not have a manual shutoff; (2) Must be in addition to the throttle-actuated device installed under the type certification airworthiness requirements; and (3) May utilize any part of the throttle-actuated system including the aural warning device. (c) The flap position sensing unit may be installed at any suitable place in the airplane.



AIRBUS

DEMONSTRATION OF EMERGENCY EVACUATION PROCEDURES


(a) Except as provided in paragraph (a)(1) of this section, each certificate holder must conduct an actual demonstration of emergency evacuation procedures in accordance with paragraph (a) of appendix D to this regulation to show that each type and model of airplane with a seating capacity of more than 44 passengers to be used in its passenger-carrying operations allows the evacuation of the full capacity, including crewmembers, in 90 seconds or less.

Covered by Type Certification (ref.: CS 25.0803 – EMERGENCY EVACUATION) (1) An actual demonstration need not be conducted if that airplane type and model

has been shown to be in compliance with this paragraph in effect on or after October 24, 1967, or, if during type certification, with RBAC 25.803 in effect on or after December 1, 1978. (2) Any actual demonstration conducted after September 27, 1993, must be in accordance with paragraph (a) of Appendix D to this regulation effect on or after that date or with RBAC 25.803 in effect on or after that date. (b) Each certificate holder conducting operations with airplanes with a seating capacity of more than 44 passengers must conduct a partial demonstration of emergency evacuation procedures in accordance with paragraph (c) of this section upon:

Under the operators responsibility to comply (1) Initial introduction of a type and model of airplane into passenger/carrying operation; (2) Changing the number, location, or emergency evacuation duties or procedures of flight attendants who are required by RBAC 121.391; or (3) Changing the number, location, type of emergency exits, or type of opening mechanism on emergency exits available for evacuation.



AIRBUS

(c) In conducting the partial demonstration required by paragraph (b) of this section, each certificate holder must:


(1) Demonstrate the effectiveness of its crewmember emergency training and evacuation procedures by conducting a demonstration, not requiring passengers and observed by ANAC, in which the flight attendants for that type and model of airplane, using that operator's line operating procedures, open 50 percent of the required floor-level emergency exits and 50 percent of the required non-floor-level emergency exits whose opening by a flight attendant is defined as an emergency evacuation duty under RBAC 121.397, and deploy 50 percent of the exit slides. The exits and slides will be selected by ANAC and must be ready for use within 15 seconds; (2) Apply for and obtain approval from ANAC before conducting the demonstration; (3) Use flight attendants in this demonstration who have been selected at random by ANAC, have completed the certificate holder's ANAC-approved training program for the type and model of airplane, and have passed a written or practical examination on the emergency equipment and procedures; and (4) Apply for and obtain approval from ANAC before commencing operations with this type and model airplane. (d) Each certificate holder operating or proposing to operate one or more landplanes in extended overwater operations, or otherwise required to have certain equipment under RBAC 121.339, must show, by simulated ditching conducted in accordance with paragraph (b) of Appendix D to this regulation, that it has the ability to efficiently carry out its ditching procedures. For certificate holders subject to RBAC 121.2(a)(1), this paragraph applies only when a new type or model airplane is introduced into the certificate holder's operations after January 19, 2001.

It is the operator responsibility, but the information below is covered by Type Certification (ref.: 25.0801 – DITCHING). The flotation time has been evaluated by analysis taking appropriate allowances for probable structural damage and leakage. This time will allow the occupants to leave the airplane. Two conditions have been investigated:

- at Maximum Landing Weight, assuming conservative structural damages.

- at Maximum Take Off Weight, without structural damages.

(e) For a type and model airplane for which the simulated ditching specified in paragraph (d) has been conducted by RBAC 121 certificate holder, the requirements of paragraphs (b)(2), (b)(4), and (b)(5) of Appendix D to this regulationare complied with if each life raft is removed from stowage, one life raft is launched and inflated (or one slide life raft is inflated) and crewmembers assigned to the inflated life raft display and describe the use of each item of required emergency equipment. The life raft or slide life raft to be inflated will be selected by ANAC.



AIRBUS

AIRPLANE INSTRUMENTS AND EQUIPMENT


(a) Unless otherwise specified, the instrument and equipment requirements of this subpart apply to all operations under this part. At the time of delivery, all the equipment are installed in the aircraft in

accordance with the CS 25.1302 – INSTALLED SYSTEMS AND EQUIPMENT FOR USE BY THE FLIGHT CREW.

(b) Instruments and equipment required by paragraphs 121.305 through 121.359 and 121.803 must be approved and installed in accordance with the airworthiness requirements applicable to them. (c) Each airspeed indicator must be calibrated in knots, and each airspeed limitation and item of related information in the Airplane Flight Manual and pertinent placards must be expressed in knots.

All the information regarding airspeed is available in knots.

(d) Except as provided in paragraphs 121.627(b) and 121.628, no person may take off any airplane unless the following instruments and equipment are in operable condition:

For the A350 compliance with these items can be found in the referred paragraphs.

(1) Instruments and equipment required to comply with airworthiness requirements under which the airplane is type certificated and as required by Secs. 121.213 through 121.283 and 121.289. (2) Instruments and equipment specified in Secs. 121.305 through 121.321, 121.359, and 121.360, and 121.803 for all operations, and the instruments and equipment specified in Secs. 121.323 through 121.351 for the kind of operation indicated, wherever these items are not already required by paragraph (d)(1) of this section.



AIRBUS

FLIGHT AND NAVIGATIONAL EQUIPMENT


No person may operate an airplane unless it is equipped with the following flight and navigational instruments and equipment: (a) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing, for each pilot station.

Covered by Type Certification (ref.: CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS and CS 25.1323 – AIRSPEED INDICATING SYSTEM)

(b) sensitive barometric altimeter (not acceptable instruments of type "drum pointer altimeter"), by pilot station.

This item is covered by Type Certification (ref.: CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS ) Two Primary Flight Displays (PFD), two Navigation Displays (ND) and one Electronic Centralised Aircraft Monitoring (ECAM) provide the flight crew with full-time flight guidance, navigation and system advisory information for all flight phases. A non-stabilised magnetic compass is installed visible from each pilot station and a clock displaying hours, minutes, and seconds with a sweep-second pointer or digital presentation is installed on the central panel. Three pressure altimeters are installed and calibrated to indicate pressure altitude in a standard atmosphere. The airspeed indication is displayed on the PFD calibrated in knots (the system is certified for condensation or icing occurrence). A heading, attitude and rate of turn indicator and side slip aerodynamic information are displayed on the PFD installed at each pilot station.

(c) A sweep-second hand clock (or approved equivalent) visible from each pilot seat.

(d) A free-air temperature indicator.

(e) A gyroscopic bank and pitch indicator (artificial horizon) for each pilot station.

(f) A gyroscopic rate-of-turn indicator combined with an integral slip-skid indicator (turn-and-bank indicator) except that only a slip-skid indicator is required when a third attitude instrument system usable through flight attitudes of 360° of pitch and roll is installed in accordance with paragraph (k) of this section.

(g) A gyroscopic direction indicator (directional gyro or equivalent), for each pilot station.

(h) A magnetic compass.

(i) A vertical speed indicator (rate-of-climb indicator) for each pilot station.



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(j) On the airplane described in this paragraph, in addition to two gyroscopic bank and pitch indicators (artificial horizons) for use at the pilot stations, a third such instrument is installed in accordance with paragraph (k) of this section: (1) On each turbojet powered airplane. (2) On each turbopropeller powered airplane having a passenger-seat configuration of more than 30 seats, excluding each crewmember seat, or a payload capacity of more than 7,500 pounds. (3) On each turbopropeller powered airplane having a passenger-seat configuration of 30 seats or fewer, excluding each crewmember seat, and a payload capacity of 7,500 pounds or less that is manufactured on or after March 20, 1997. (4) After December 20, 2010, on each turbopropeller powered airplane having a passenger seat configuration of 10-30 seats and a payload capacity of 7,500 pounds or less that was manufactured before March 20, 1997.

Not applicable

(k) When required by paragraph (j) of this section, a third gyroscopic bank-and-pitch indicator (artificial horizon) that: (1) Is powered from a source independent of the electrical generating system; (2) Continues reliable operation for a minimum of 30 minutes after total failure of the electrical generating system; (3) Operates independently of any other attitude indicating system; (4) Is operative without selection after total failure of the electrical generating system; (5) Is located on the instrument panel in a position acceptable to ANAC that will make it plainly visible to and usable by each pilot at his or her station; and (6) Is appropriately lighted during all phases of operation.

Not applicable



AIRBUS

ENGINE INSTRUMENTS


Unless ANAC allows or requires different instrumentation for turbine engine powered airplanes to provide equivalent safety, no person may conduct any operation under this part without the following engine instruments:

A350 is equipped with the Electronic Centralized Aircraft Monitor (ECAM) that contains all the instruments and equipment required by 121.307. It is also covered by type certification (CS 25.1303 – FLIGHT AND NAVIGATION INSTRUMENTS). The ECAM contents several pages: ENGINE (secondary engine parameters), BLEED (bleed air pressure), CAB PRESS (cabin pressurisation), ELEC AC (AC electrical power), ELEC DC (DC electrical power), HYD (hydraulic), C/B (circuit breakers), APU (auxiliary power unit), COND (air conditioning), DOOR/OXY (doors/oxygen), WHEEL (landing gear, braking, ground spoilers, etc.), F/CTL (flight controls), FUEL (fuel) and CRUISE (cruise). Covered by Type Certification (ref.: CS 25.1305 – POWERPLANT INSTRUMENTS)

(a) A carburetor air temperature indicator for each engine. (b) A cylinder head temperature indicator for each air-cooled engine. (c) A fuel pressure indicator for each engine. (d) A fuel flowmeter or fuel mixture indicator for each engine not equipped with an automatic altitude mixture control. (e) A means for indicating fuel quantity in each fuel tank to be used. (f) A manifold pressure indicator for each engine. (g) An oil pressure indicator for each engine. (h) An oil quantity indicator for each oil tank when a transfer or separate oil reserve supply is used. (i) An oil-in temperature indicator for each engine. (j) A tachometer for each engine. (k) An independent fuel pressure warning device for each engine or a master warning device for all engines with a means for isolating the individual warning circuits from the master warning device. (l) A device for each reversible propeller, to indicate to the pilot when the propeller is in reverse pitch, that complies with the following: (1) The device may be actuated at any point in the reversing cycle between the normal low pitch stop position and full reverse pitch, but it may not give an indication at or above the normal low pitch stop position. (2) The source of indication must be actuated by the propeller blade angle or be directly responsive to it.

Not applicable



AIRBUS

LAVATORY FIRE PROTECTION


(a) no person may operate a passenger-carrying airplane unless each lavatory in the airplane is equipped with a smoke detector system or equivalent that provides a warning light in the cockpit or provides a warning light or audio warning in the passenger cabin which would be readily detected by a flight attendant, taking into consideration the positioning of flight attendants throughout the passenger compartment during various phases of flight.

Each lavatory has one ambient smoke detector and also a fire extinguisher located under the sink above the waste bin in each lavatory. When the detector receives a smoke signal from one of the smoke detectors, it supplies a smoke warning signal to: The flight crew through the ECAM showing the applicable warning message and in the Cabin Intercommunication Data System (CIDS) that gives warnings and indications to the cabin crew.

(b) no person may operate a passenger-carrying airplane unless each lavatory in the airplane is equipped with a built-in fire extinguisher for each disposal receptacle for towels, paper, or waste located within the lavatory. The built-in fire extinguisher must be designed to discharge automatically into each disposal receptacle upon occurrence of a fire in the receptacle. (c) Until December 22, 1997, a certificate holder described in Sec. 121.2(a) (1) or (2) may operate an airplane with a passenger seat configuration of 30 or fewer seats that does not comply with the smoke detector system requirements described in paragraph (a) of this section and the fire extinguisher requirements described in paragraph (b) of this section. (d) After December 22, 1997, no person may operate a non-transport category airplane type certificated after December 31, 1964, with a passenger seat configuration of 10-19 seats unless that airplane complies with the smoke detector system requirements described in paragraph (a) of this section, except that the smoke detector system or equivalent must provide a warning light in the cockpit or an audio warning that would be readily detected by the flight crew.



AIRBUS

EMERGENCY EQUIPMENT


(a) General: No person may operate an airplane unless it is equipped with the emergency equipment listed in this section and in Sec. 121.310. More information can be found in the section 121.310.

(b) Each item of emergency and flotation equipment listed in this section and in paragraphs 121.310, 121.339, 121.340 and 121.353; (1) Must be inspected regularly in accordance with inspection periods established in the operations specifications to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes; (2) Must be readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers; (3) Must be clearly identified and clearly marked to indicate its method of operation; and (4) When carried in a compartment or container, must be carried in a compartment or container marked as to contents and the compartment or container, or the item itself, must be marked as to date of last inspection.

Under the operators responsibility to comply Airbus provide an Maintenance Planning Document that can be used as base to the operator develop his own maintenance program. All the emergency equipment is marked as required by this paragraph and readily accessible to the crew.

(c) Hand fire extinguishers for crew, passenger, cargo, and galley compartments. Hand fire extinguishers of an approved type must be provided for use in crew, passenger, cargo, and galley compartments in accordance with the following:

One Halon fire extinguisher is installed in the flight deck . The number of fire extinguishers installed in the Cabin depends on the number of passenger seat and installed in according to the individual cabin modification. This item is covered by type certification (ref.:CS 25.851 – FIRE EXTINGUISHERS)

(1) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for passenger compartments, must be designed to minimize the hazard of toxic gas concentrations. (2) Cargo compartments. At least one hand fire extinguisher must be conveniently located for use in each class E cargo compartment that is accessible to crewmembers during flight.

Not Applicable. Cargo area is not accessible.

(3) Galley compartments. At least one hand fire extinguisher must be conveniently located for use in each galley located in a compartment other than a passenger, cargo, or crew compartment.

Not Applicable. There is no galley located in a compartment other than passenger or crew compartment.

(4) Flightcrew compartment. At least one hand fire extinguisher must be conveniently located on the flight deck for use by the flightcrew. One fire extinguisher is located in the flight deck.



AIRBUS

(5) Passenger compartments. Hand fire extinguishers for use in passenger compartments must be conveniently located and, when two or more are required, uniformly distributed throughout each compartment. Hand fire extinguishers shall be provided in passenger compartments as follows: (i) For airplanes having passenger seats accommodating more than 6 but fewer than 31 passengers, at least one. (ii) For airplanes having passenger seats accommodating more than 30 but fewer than 61 passengers, at least two. (iii) For airplanes having passenger seats accommodating more than 60 passengers, there must be at least the following number of hand fire extinguishers:

The number depends on the individual cabin configuration.

(6) Notwithstanding the requirement for uniform distribution of hand fire extinguishers as prescribed in paragraph (c)(5) of this section, for those cases where a galley is located in a passenger compartment, at least one hand fire extinguisher must be conveniently located and easily accessible for use in the galley. (7) At least two of the required hand fire extinguisher installed in passenger-carrying airplanes must contain Halon 1211 (bromochlorofluoromethane) or equivalent as the extinguishing agent. At least one hand fire extinguisher in the passenger compartment must contain Halon 1211 or equivalent.

All the portable fire extinguishers cited in 121.309(c) are filled with pressurized Halon 1211.

(d) Each aircraft must have first aid kits, medical equipment and protective gloves as follows:

Under the operators responsibility to comply First Aid kits shall be Installed under the responsibility of the operator in accordance with the number of passenger seats installed. This requirement should be observed by the operator at the time of the cabin definition phase to ensure that the aircraft complies with the regulation.

(1) first aid kit and emergency medical kit, approved for treatment of injuries and ailments likely to occur in flight or in minor accidents. Such kits shall meet the specifications and requirements of Appendix A of this regulation; (2) pairs of gloves protective latex gloves or similar waterproof, equal in number to the number of sets of first aid on board, such gloves should be distributed over the plane as uniformly as practicable; (e) Crash ax. Except for nontransport category airplanes type certificated after December 31, 1964, each airplane must be equipped with a crash ax. Cockpit has one crash axe installed as per Type Design.



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(f) Megaphones. Each passenger-carrying airplane must have a portable battery-powered megaphone or megaphones readily accessible to the crewmembers assigned to direct emergency evacuation, installed as follows: (1) One megaphone on each airplane with a seating capacity of more than 60 and less than 100 passengers, at the most rearward location in the passenger cabin where it would be readily accessible to a normal flight attendant seat. However, ANAC may grant a deviation from the requirements of this subparagraph if he finds that a different location would be more useful for evacuation of persons during an emergency. (2) Two megaphones in the passenger cabin on each airplane with a seating capacity of more than 99 passengers, one installed at the forward end and the other at the most rearward location where it would be readily accessible to a normal flight attendant seat.

This requirement should be observed by the operator at the time of the cabin definition phase to ensure that the aircraft complies with the regulation.

MEANS FOR EMERGENCY EVACUATION

RBAC 121: Item 121.310(a) Means of compliance

Each passenger-carrying landplane emergency exit (other than over-the-wing) that is more than 6 feet from the ground with the airplane on the ground and the landing gear extended, must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor-level emergency exit must meet the requirements of Sec. 25.809(f)(1) of RBAC 25 in effect on April 30, 1972, except that, for any airplane for which the application for the type certificate was filed after that date, it must meet the requirements under which the airplane was type certificated. An assisting means that deploys automatically must be armed during taxiing, takeoffs, and landings. However, if ANAC finds that the design of the exit makes compliance impractical, he may grant a deviation from the requirement of automatic deployment if the assisting means automatically erects upon deployment and, with respect to required emergency exits, if an emergency evacuation demonstration is conducted in accordance with Sec. 121.291(a). This paragraph does not apply to the rear window emergency exit of DC-3 airplanes operated with less than 36 occupants, including crewmembers and less than five exits authorized for passenger use.

This item is covered by Type Certification (ref.: CS 25.807 – EMERGENCY EXITS and CS25.809 – EMERGENCY EXIT ARRANGEMENT) More information in section 121.191(a). Refer to Airbus customised CCOM for A350 for individual aircraft door configuration and passenger distribution. For the cockpit: There are sliding windows with 2 escape ropes kept in the ceiling for each flight crew member.



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INTERIOR EMERGENCY EXIT MARKING

RBAC 121: Item 121.310(b) Means of compliance

(b) The following must be complied with for each passenger-carrying airplane:

Covered by Type Certification (ref.: CS 25.811 – EMERGENCY EXIT MARKING)

(1) Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked. The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin. The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign-- (i) Above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom; (ii) Next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and (iii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location. (2) Each passenger emergency exit marking and each locating sign must meet the following: (i) Except as provided in paragraph (b)(2)(iii) of this section, for an airplane for which the application for the type certificate was filed prior to May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the requirements of RBAC 25.812(b) of RBAC 25 in effect on April 30, 1972. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts. The colors may be reversed if it increases the emergency illumination of the passenger compartment. However, ANAC may authorize deviation from the 2-inch background requirements if he finds that special circumstances exist that make compliance impractical and that the proposed deviation provides an equivalent level of safety. (ii) For a transport category airplane for which the application for the type certificate was filed on or after May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the interior emergency exit marking requirements under which the airplane was type certificated. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 250

Covered by Type Certification (ref.: CS 25.812 – EMERGENCY EXIT SIGNS)



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INTERIOR EMERGENCY EXIT MARKING

RBAC 121: Item 121.310(b) Means of compliance

microlamberts. (iii) For a nontransport category turbopropeller powered airplane type certificated after December 31, 1964, each passenger emergency exit marking and each locating sign must be manufactured to meet the requirements of Sec. 23.811(b) of RBAC 25. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.



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LIGHTING FOR INTERIOR EMERGENCY EXIT MARKINGS

RBAC 121: Item 121.310(c) Means of compliance

(c) Except for non-transport category airplanes type certificated after December 31, 1964, each passenger-carrying airplane must have an emergency lighting system, independent of the main lighting system. However, sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system. The emergency lighting system must--

The cabin emergency lighting system (that is independent from main lighting system) has different functions. In standard operation: - It shows the routing to the passenger doors. Complied with as per Type Design JAR25.811 - JAR 25.812 In an emergency: - It illuminates the cabin, if the standard cabin illumination does not operate. - It shows the routing to the passenger doors, if the cabin is full of smoke. - It illuminates the escape slides. Items covered by Type Certification (ref.: CS 25.812 – EMERGENCY EXIT SIGNS)

(1) Illuminate each passenger exit marking and locating sign; (2) Provide enough general lighting in the passenger cabin so that the average illumination when measured at 40-inch intervals at seat armrest height, on the centerline of the main passenger aisle, is at least 0.05 foot-candles; and

(3) For airplanes type certificated after January 1, 1958, after November 26, 1986, include floor proximity emergency escape path marking which meets the requirements of Sec. 25.812(e) of RBAC 25 in effect on November 26, 1984.



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EMERGENCY LIGHT OPERATION

RBAC 121: Item 121.310(d) Means of compliance

(d) Except for lights forming part of emergency lighting subsystems provided in compliance with RBAC 25.812(h) that serve no more than one assist means, are independent of the airplane's main emergency lighting systems, and are automatically activated when the assist means is deployed, each light required by paragraphs (c) and (h) of this section must comply with the following:

The pushbutton switch EMER, installed on Flight Attendant Panel (FAP) There is also a control switch EMER EXIT toggle switch installed in the cockpit on overhead panel The switch can be set to the positions OFF, ARM and ON The Emergency Power-Supply Units (EPSU) which controls and monitors the cabin emergency-lighting system. To ensure the operation of the emergency lights during usual conditions, for up to 20 minutes..

(1) Each emergency light must-- (i) Be operable manually both from the flightcrew station and, for airplanes on which a flight attendant is required, from a point in the passenger compartment that is readily accessible to a normal flight attendant seat; (ii) Have a means to prevent inadvertent operation of the manual controls; and (iii) When armed or turned on at either station, remain lighted or become lighted upon interruption of the airplane's normal electric power. (2) Each light must be armed or turned on during taxiing, takeoff, and landing. In showing compliance with this paragraph a transverse vertical separation of the fuselage need not be considered. (3) Each light must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing. (4) Each light must have a cockpit control device that has an "on," "off," and "armed" position.



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EMERGENCY EXIT OPERATING HANDLES

RBAC 121: Item 121.310(e) Means of compliance

(1) For a passenger-carrying airplane for which the application for the type certificate was filed prior to May 1, 1972, the location of each passenger emergency exit operating handle, and instructions for opening the exit, must be shown by a marking on or near the exit that is readable from a distance of 30 inches. In addition, for each Type I and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by--

Covered by Type Certification (ref.: 25.811 – EMERGENCY EXIT MARKING)

(i) A red arrow with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70° of arc at a radius approximately equal to three-fourths of the handle length; and (ii) The word "ABRIR" in red letters 1 inch high placed horizontally near the head of the arrow. (2) For a passenger-carrying airplane for which the application for the type certificate was filed on or after May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the requirements under which the airplane was type certificated. On these airplanes, no operating handle or operating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts.



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EMERGENCY EXIT ACCESS

RBAC 121: Item 121.310(f) Means of compliance

(f) Access to emergency exits must be provided as follows for each passenger-carrying transport category airplane:

Covered by Type Certification (ref.: CS 25.0813 – EMERGENCY EXIT ACCESS)

(1) Each passage way between individual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 20 inches wide. (2) For each Type I or Type II emergency exit equipped with an assist means, there must be enough space next to the exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in paragraph (f)(1) of this section. In addition, all airplanes manufactured on or after November 26, 2008 must comply with the provisions of Secs. 25.813(b)(1), (b)(2), (b)(3) and (b)(4) in effect on November 26, 2004. However, a deviation from this requirement may be authorized for an airplane certificated under the provisions of part 4b of the Civil Air Regulations in effect before December 20, 1951, if ANAC finds that special circumstances exist that provide an equivalent level of safety.

(3) There must be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition-- (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the access must meet the requirements of Sec. 25.813(c) of this regulation in effect on April 30, 1972; and (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the access must meet the emergency exit access requirements under which the airplane was type certificated; except that, (iii) After December 3, 1992, the access for an airplane type certificated after January 1, 1958, must meet the requirements of Sec. 25.813(c) of RBAC 25, effective June 3, 1992.

Not Applicable to A350 there are no Type III or Type IV exits.



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(iv) ANAC may authorize deviation from the requirements of paragraph (f)(3)(iii) of this section if it is determined that special circumstances make compliance impractical. Such special circumstances include, but are not limited to, the following conditions when they preclude achieving compliance with RBAC 25.813(c)(1)(i) or (ii) without a reduction in the total number of passenger seats: emergency exits located in close proximity to each other; fixed installations such as lavatories, galleys, etc.; permanently mounted bulkheads; an insufficient number of rows ahead of or behind the exit to enable compliance without a reduction in the seat row pitch of more than one inch; or an insufficient number of such rows to enable compliance without a reduction in the seat row pitch to less than 30 inches. A request for such grant of deviation must include credible reasons as to why literal compliance with Sec. 25.813(c)(1)(i) or (ii) is impractical and a description of the steps taken to achieve a level of safety as close to that intended by Sec. 25.813(c)(1)(i) or (ii) as is practical.

Not Applicable to A350 y (there is only Type A Type C and or Type I doors). For A350 compliance is determined based on the individual cabin configuration.

(4) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must not be obstructed. However, curtains may be used if they allow free entry through the passageway.

No internal door separating cabin to emergency exit is installed. Curtains are fitted between the compartments and appropriate placards are installed.

(5) No door may be installed in any partition between passenger compartments. (6) If it is necessary to pass through a doorway separating any seat (except those seats on the flightdeck), occupiable for takeoff and landing, from an emergency exit, the door must have a means to latch it in the open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, listed in Sec. 25.561(b) of RBAC 25.]



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EXTERIOR EXIT MARKINGS

RBAC 121: Item 121.310(g) Means of compliance

(g) Each passenger emergency exit and the means of opening that exit from the outside must be marked on the outside of the airplane. There must be a 2-inch colored band outlining each passenger emergency exit on the side of the fuselage. Each outside marking, including the band, must be readily distinguishable from the surrounding fuselage area by contrast in color. The markings must comply with the following:

Requirement satisfied under Type Certification. The means of opening are marked at each exit outside of the aeroplane. There is a 2 inch coloured band around each exit. The reflectance is better and the contrast greater than required in the paragraph 25.811(F-2). Covered by Type Certification (ref.: CS 25.811 – EMERGENCY EXIT MARKING)

(1) If the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. (2) If the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided. (3) Exits that are not in the side of the fuselage must have the external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background color, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side. "Reflectance" is the ratio of the luminous flux reflected by a body to the luminous flux it receives.



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EXTERIOR EMERGENCY LIGHTING AND ESCAPE ROUTE

RBAC 121: Item 121.310(h) Means of compliance

(h) Exterior emergency lighting and escape route.

Covered by Type Certification (ref.: CS 25.812 – EMERGENCY LIGHTING)

(1) Except for non-transport category airplanes certificated after December 31, 1964, each passenger-carrying airplane must be equipped with exterior lighting that meets the following requirements: (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of RBAC 25.812 (f) and (g) in effect on April 30, 1972. (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the exterior emergency lighting requirements under which the airplane was type certificated. (2) Each passenger-carrying airplane must be equipped with a slip-resistant escape route that meets the following requirements: (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of Sec. 25.803(e) of RBAC 25 in effect on April 30, 1972. (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the slip-resistant escape route requirements under which the airplane was type certificated.

FLOOR LEVEL EXITS

RBAC 121: Item 121.310(i) Means of compliance

(i) Floor level exits. Each floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit (except the ventral exits on M-404 and CV-240 airplanes), and each tail cone exit, must meet the requirements of this section for floor level emergency exits. However, ANAC may grant a deviation from this paragraph if he finds that circumstances make full compliance impractical and that an acceptable level of safety has been achieved.

Requirement satisfied under Type Certification (ref.: CS 25.813 – EMERGENCY EXIT ACCESS). There is a minimum 20 inches wide unobstructed emergency exit access for every type I exit. There is an unobstructed passageway at least 20 inches wide between individual passenger areas.



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ADDITIONAL EMERGENCY EXITS

RBAC 121: Item 121.310(j) Means of compliance

(j) Additional emergency exits. Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits must meet all of the applicable provisions of this section except paragraphs (f)(1), (2), and (3) of this section and must be readily accessible.

This item is covered by Type Certification (ref.: CS 25.807 – EMERGENCY EXITS and 25.809 – EMERGENCY EXIT ARRANGEMENT)

ADDITIONAL EMERGENCY EXITS

RBAC 121: Item 121.310(k), (l) and (m) Means of compliance

(k) On each large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be-- (1) Designed and constructed so that it cannot be opened during flight; and (2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

Not Applicable Airbus aircraft, no ventral exit or tailcone exit.

(l) Portable lights. No person may operate a passenger-carrying airplane unless it is equipped with flashlight stowage provisions accessible from each flight attendant seat.

Flashlights are installed in the cockpit and each mandatory cabin attendant seat. (Covered by aircraft Type Design)

(m) Except for an airplane used in operations under this part on October 16, 1987, and having an emergency exit configuration installed and authorized for operation prior to October 16, 1987, for an airplane that is required to have more than one passenger emergency exit for each side of the fuselage, no passenger emergency exit shall be more than 60 feet from any adjacent passenger emergency exit on the same side of the same deck of the fuselage, as measured parallel to the airplane's longitudinal axis between the nearest exit edges.

Covered by Type Certification (ref.: CS 25.0807 – PASSENGER EMERGENCY EXITS)



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SEATS, SAFETY BELTS, AND SHOULDER HARNESSES


(a) No person may operate an airplane unless there are available during the takeoff, en route flight, and landing—


(1) An approved seat or berth for each person on board the airplane who has reached his second birthday; and (2) An approved safety belt for separate use by each person on board the airplane who has reached his second birthday, except that two persons occupying a berth may share one approved safety belt and two persons occupying a multiple lounge or divan seat may share one approved safety belt during en route flight only. (b) Except as provided in this paragraph and in paragraph 121.137(f) and 121.391(c), each person on board an airplane operated under this part shall occupy an approved seat or berth with a separate safety belt properly secured about him or her during movement on the surface, takeoff, and landing. A safety belt provided for the occupant of a seat may not be used by more than one person who has reached his or her second birthday. Notwithstanding the preceding requirements, a child may:


(1) Be held by an adult who is occupying an approved seat or berth, provided the child has not reached his or her second birthday and the child does not occupy or use any restraining device; or (2) Notwithstanding any other requirement of the regulations, occupy an approved child restraint system furnished by the certificate holder or one of the persons described in paragraph (b)(2)(i) of this section, provided: (i) The child is accompanied by a parent, guardian, or attendant designated by the child's parent or guardian to attend to the safety of the child during the flight; (ii) the containment system used by the child has a label, or similar, showing their approval for aeronautical use by a country affiliated to the ICAO, and (iii) The certificate holder complies with the following requirements: (A) The restraint system must be properly secured to an approved forward-facing seat or berth; (B) The child must be properly secured in the restraint system and must not exceed the specified weight limit for the restraint system; and (C) The restraint system must bear the appropriate label(s).



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(c) Except as provided in paragraph (c)(3) of this section, the following prohibitions apply to certificate holders:


(1) no certificate holder may permit a child, in an aircraft, to occupy a booster-type child restraint system, a vest-type child restraint system, a harness-type child restraint system, or a lap held child restraint system during take-off, landing, and movement on the surface. (2) Except as required in paragraph (c)(1) of this section, no certificate holder may prohibit a child, if requested by the child's parent, guardian, or designated attendant, from occupying a child restraint system furnished by the child's parent, guardian, or designated attendant provided— (i) The child holds a ticket for an approved seat or berth or such seat or berth is otherwise made available by the certificate holder for the child's use; (ii) The requirements of paragraph (b)(2)(i) of this section are met; (iii) The requirements of paragraph (b)(2)(iii) of this section are met; and (iv) The child restraint system has one or more of the labels described in paragraphs (b)(2)(ii)(A) through (b)(2)(ii)(C) of this section. (3) This section does not prohibit the certificate holder from providing child restraint systems authorized by this section or, consistent with safe operating practices, determining the most appropriate passenger seat location for the child restraint system. (d) Each sideward facing seat must comply with the applicable requirements of §25.785(c) of this regulation.

Requirement satisfied under Type Certification (ref.: CS 25.0785 – SEATS, BERTHS, SAFETY BELTS AND HARNESSES)

(e) Except as provided in paragraphs (e)(1) through (e)(2) of this section, no certificate holder may take off or land an airplane unless each passenger seat back is in the upright position. Each passenger shall comply with instructions given by a crewmember in compliance with this paragraph. Operators responsibility to ensure Safety Briefing information to be

provided to the passengers as per Standard Operating procedures for takeoff and landing and turbulences.

(1) This paragraph does not apply to seat backs placed in other than the upright position in compliance with §121.310(f)(3). (2) This paragraph does not apply to seats on which cargo or persons who are unable to sit erect for a medical reason are carried in accordance with procedures in the certificate holder's manual if the seat back does not obstruct any passenger's access to the aisle or to any emergency exit.



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(f) No person may operate a transport category airplane that was type certificated after January 1, 1958, or a non-transport category airplane manufactured after March 20, 1997, unless it is equipped at each flight deck station with a combined safety belt and shoulder harness that meets the applicable requirements specified in §25.785 of this RBAC, effective March 6, 1980, except that— (1) Shoulder harnesses and combined safety belt and shoulder harnesses that were approved and installed before March 6, 1980, may continue to be used; and (2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane.


(g) Each flight attendant must have a seat for takeoff and landing in the passenger compartment that meets the requirements of §25.785 of RBAC 25, effective March 6, 1980, except that— (1) Combined safety belt and shoulder harnesses that were approved and installed before March, 6, 1980, may continue to be used; and (2) Safety belt and shoulder harness restraint systems may be designed to the inertia load factors established under the certification basis of the airplane. (3) The requirements of §25.785(h) do not apply to passenger seats occupied by flight attendants not required by §121.391(c) or (d) as applicable.. (h) Each occupant of a seat equipped with a shoulder harness or with a combined safety belt and shoulder harness must have the shoulder harness or combined safety belt and shoulder harness properly secured about that occupant during takeoff and landing, except that a shoulder harness that is not combined with a safety belt may be unfastened if the occupant cannot perform the required duties with the shoulder harness fastened. (i) At each unoccupied seat, the safety belt and shoulder harness, if installed, must be secured so as not to interfere with crewmembers in the performance of their duties or with the rapid egress of occupants in an emergency. (j) After October 27, 2009, no person may operate a transport category airplane type certificated after January 1, 1958 and manufactured on or after October 27, 2009 in passenger-carrying operations under this part unless all passenger and flight attendant seats on the airplane meet the requirements of §25.562 in effect on or after June 16, 1988.

It is the operator responsibility to ensure the Standard Operating Procedures, guidance is provided in the Airbus FCOM and CCOM (for each phase of the flight).



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MATERIALS FOR COMPARTMENT INTERIORS


(a) All interior materials; transport category airplanes and nontransport category airplanes type certificated before January 1, 1965. Except for the materials covered by paragraph (b) of this section, all materials in each compartment of a transport category airplane, or a nontransport category airplane type certificated before January 1, 1965, used by the crewmembers and passengers, must meet the requirements of Sec. 25.853 of RBAC 25 in effect as follows, or later amendment thereto:

Not Applicable. (1) Airplane with passenger seating capacity of 20 or more. (i) Manufactured after August 19, 1988, but prior to August 20, 1990. Except as provided in paragraph (a)(3)(ii) of this section, each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1988, but prior to August 20, 1990, must comply with the heat release rate testing provisions of Sec. 25.853(d) in effect March 6, 1995 (formerly Sec. 25.853(a-1) in effect on August 20, 1986) (see App. L of this part), except that the total heat release over the first 2 minutes of sample exposure must not exceed 100 kilowatt minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter. (ii) Manufactured after August 19, 1990. Each airplane with a passenger capacity of 20 or more and manufactured after August 19, 1990, must comply with the heat release rate and smoke testing provisions of Sec. 25.853(d) in effect March 6, 1995 (formerly Sec. 25.853(a-1)(see app. L of this part) in effect on September 26, 1988).

Covered by Type Certification (ref.: CS25.853 – COMPARTMENT INTERIORS). Customer equipment such as galleys and stowage’s must demonstrate compliance by the equipment qualification documents.

(2) Substantially complete replacement of the cabin interior on or after May 1, 1972. (i) Airplane for which the application for type certificate was filed prior to May 1, 1972. Except as provided in paragraph (a)(3)(i) or (a)(3)(ii) of this section, each airplane for which the application for type certificate was filed prior to May 1, 1972, must comply with the provisions of Sec. 25.853 in effect on April 30, 1972, regardless of passenger capacity, if there is a substantially complete replacement of the cabin interior after April 30, 1972. (ii) Airplane for which the application for type certificate was filed on or after May 1, 1972. Except as provided in paragraph (a)(3)(i) or (a)(3)(ii) of this section, each airplane for which the application for type certificate was filed on or after May 1, 1972, must comply with the material requirements under which the airplane was type



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MATERIALS FOR COMPARTMENT INTERIORS


certificated, regardless of passenger capacity, if there is a substantially complete replacement of the cabin interior on or after that date.



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(3) Airplane type certificated after January 1, 1958, with passenger capacity of 20 or more.

Complied as per Type Design CS 25.0853

(i) Substantially complete replacement of the cabin interior on or after March 6, 1995. Except as provided in paragraph (a)(3)(ii) of this section, each airplane that was type certificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate testing provisions of Sec. 25.853(d) in effect March 6, 1995 (formerly Sec. 25.853(a-1) in effect on August 20, 1986)(see app. L of this part), if there is a substantially complete replacement of the cabin interior components identified in Sec. 25.853(d), on or after that date, except that the total heat release over the first 2 minutes of sample exposure shall not exceed 100 kilowatt-minutes per square meter and the peak heat release rate must not exceed 100 kilowatts per square meter. (ii) Substantially complete replacement of the cabin interior on or after August 20, 1990. Each airplane that was type certificated after January 1, 1958, and has a passenger capacity of 20 or more, must comply with the heat release rate and smoke testing provisions of Sec. 25.853(d) in effect March 6, 1995 (formerly Sec. 25.853(a-1) in effect on September 26, 1988)(see app. L of this part), if there is a substantially complete replacement of the cabin interior components identified in Sec. 25.853(d), on or after August 20, 1990. (4) Contrary provisions of this section notwithstanding, ANAC may authorize deviation from the requirements of paragraph (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) of this section for specific components of the cabin interior that do not meet applicable flammability and smoke emission requirements, if the determination is made that special circumstances exist that make compliance impractical. Such grants of deviation will be limited to those airplanes manufactured within 1 year after the applicable date specified in this section and those airplanes in which the interior is replaced within 1 year of that date. A request for such grant of deviation must include a thorough and accurate analysis of each component subject to Sec. 25.853(a-1), the steps being taken to achieve compliance, and, for the few components for which timely compliance will not be achieved, credible reasons for such noncompliance.

Not Applicable

(5) Contrary provisions of this section notwithstanding, galley carts and galley standard containers that do not meet the flammability and smoke emission requirements of RBAC 25.853(d) in effect March 6, 1995 (formerly Sec. 25.853(a-1)) (see app. L of this part) may be used in airplanes that must meet the requirements of paragraphs (a)(1)(i), (a)(1)(ii), (a)(3)(i), or (a)(3)(ii) of this section, provided the galley



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carts or standard containers were manufactured prior to March 6, 1995. (b) Seat cushions. Seat cushions, except those on flight crewmember seats, in each compartment occupied by crew or passengers, must comply with the requirements pertaining to seat cushions in Sec. 25.853(c) effective on November 26, 1984, on each airplane as follows: (1) Each transport category airplane type certificated after January 1, 1958; and (2) On or after December 20, 2010, each nontransport category airplane type certificated after December 31, 1964.

Covered by Type Certification (ref.: CS 25.0853 – COMPARTMENT INTERIORS).

(c) [Reserved] Not Applicable (d) All interior materials; other airplanes. For each material or seat cushion to which a requirement in paragraphs (a) or (b) of this section does not apply, the material and seat cushion in each compartment used by the crewmembers and passengers must meet the applicable requirement under which the airplane was type certificated.

Covered by Type Certification (ref.: CS 25.0853 – COMPARTMENT INTERIORS).

(e) Thermal/acoustic insulation materials. For transport category airplanes type certificated after January 1, 1958:

Standard thermal / acoustic insulation materials installed on the basic aircraft meet the flame propagation as per FAR 25.0856(a) Amdt.111. The Aircraft is compliant with this requirement with Major Modifications.

(1) For airplanes manufactured before September 2, 2005, when thermal/acoustic insulation is installed in the fuselage as replacements after September 2, 2005, the insulation must meet the flame propagation requirements of RBAC 25.856 of RBAC 25, effective September 2, 2003 (2) For airplanes manufactured after September 2, 2005, thermal/acoustic insulation materials installed in the fuselage must meet the flame propagation requirements of Sec. 25.856 of RBAC 25, effective September 2, 2003. [(3) For airplanes with a passenger capacity of 20 or greater, manufactured after September 2, 2009, thermal/acoustic insulation materials installed in the lower half of the fuselage must meet the flame penetration resistance requirements of Sec. 25.856 of RBAC 25, effective September 2, 2003.]



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MISCELLANEOUS EQUIPMENT


No person may conduct any operation unless the following equipment is installed: (a) If protective fuses are installed on an airplane, the number of spare fuses approved for that airplane and appropriately described in the certificate holder's manual.

There are no replacement fuses accessible inflight.

(b) A windshield wiper or equivalent for each pilot station. Two wipers are available, one for the left (Captain) windshield and one for the right (First Officer) windshield .

(c) A power supply and distribution system that meets the requirements of sections 25.1309, 25.1331, 25.1351(a) and (b)(1) through (4), 25.1353, 25.1355, and 25.1431(b) of RBAC 25 or that is able to produce and distribute the load for the required instruments and equipment, with use of an external power supply if any one power source or component of the power distribution system fails. The use of common elements in the system may be approved if ANAC finds that they are designed to be reasonably protected against malfunctioning. Engine-driven sources of energy, when used, must be on separate engines.

This item is covered by Type Certification (ref.: CS 25.1331 – INSTRUMENTS USING A POWER SUPPLY) An additional standby attitude indicator (standby horizon) is installed In case of loss of this busbar, the supply to the indicator is automatically switched over to the hot bus. After total failure of the normal electrical generating system, ISIS provides reliable operation for a minimum of 30 min. The standby horizon, illuminated, independent, provides pitch angle (+/-180°), roll angle (+/-180°) and instrument failure (red flag). (d) A means for indicating the adequacy of the power being supplied to required

flight instruments. (e) Two independent static pressure systems, vented to the outside atmospheric pressure so that they will be least affected by air flow variation or moisture or other foreign matter, and installed so as to be airtight except for the vent. When a means is provided for transferring an instrument from its primary operating system to an alternate system, the means must include a positive positioning control and must be marked to indicate clearly which system is being used.

Air data are provided by four independent sources: Three main systems – Each of the three main systems includes static probes, pitot probes and their associated Air Data Modules (ADM). A standby system – The standby system includes a standby altimeter and a standby airspeed indicator.



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MISCELLANEOUS EQUIPMENT


(f) A door between the passenger and pilot compartments (i.e., flightdeck door), with a locking means to prevent passengers from opening it without the pilot's permission, except that nontransport category airplanes certificated after December 31, 1964, are not required to comply with this paragraph. For airplanes equipped with a crew rest area having separate entries from the flightdeck and the passenger compartment, a door with such a locking means must be provided between the crew rest area and the passenger compartment. (g) a key for each door that separates a passenger cabin from other areas that have provisions for emergency exit. The keys must be readily available for each crewmember, including the door of the cockpit. However, in airplanes required to meet the provisions of paragraph (j) of this section, unless a person designated to perform tasks in the cockpit, no one can have a key in this area;

The Cockpit Door Locking System (CDLS) provides a means of electrically locking and unlocking the cockpit door. This system is mainly composed of : ‐ A keypad, located in the forward cabin, near the cockpit door; ‐ A toggle switch, located on the centre pedestal's Cockpit Door panel; ‐ A control unit and its CKPT DOOR CONT normal panel, located on the overhead panel; ‐ A buzzer. The keypad enables the cabin crew to request access to the cockpit. There are two different access request types : “Routine” The CDSS enables the flight crew to identify people requesting to enter the cockpit. The CVMS enables the flight crew to monitor different areas of the cabin. “Emergency” access request

(h) A placard on each door that is the means of access to a required passenger emergency exit, to indicate that it must be open during takeoff and landing.

No internal door separating cabin to emergency exit is installed. Curtains are fitted between the compartments and appropriate placards are installed.

(i) A means for the crew, in an emergency to unlock each door that leads to a compartment that is normally accessible to passengers and that can be locked by passengers (lavatories for example)

For toilets door, a mean for any crew member to unlock the door is accessible.



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(j) except as provided in paragraphs (k) and (l) of this section after November 1, 2003, for airplanes that paragraph (f) of this section that should have a door-cockpit as their weight maximum certificated takeoff above 45,500 kg or a setting exceeding 60 passenger seats and are engaged or intended to engage in international flights, and cargo transport category airplanes that have a door between the cockpit flight crew and any area occupied by other people and who are engaged or intended to engage in international flights: (1) such door must meet the requirements of paragraphs 25.795 (a) (1) and (2) of RBAC 25 effective on January 15, 2002, and (2) Each operator must establish methods that enable a flight attendant enters the cockpit in the event of a flight crew member is incapacitated. Any confirmation system and associated signals should be possible to be implemented by each flight crew member sitting at your workstation.

The structure of the cockpit door is made of a honeycomb core bonded between two layers of prepreg sheets. An armored plate with the same decor as the cockpit lining is attached on the inner side to reinforce the door structure. The cockpit door has a cut-out section for the installation of a door escape hatch. An internal door handle is installed in the cockpit door to pull it into the open direction from cockpit side. A spyglass in the cockpit door makes sure that the pilots can have a view to the entry area. The Cockpit Door Surveillance System is installed.

(k) For aircraft registered in Brazil having the characteristics referred to in paragraph (j) of this section, but operating exclusively within Brazil, the implementation of changes to meet the said paragraph (j) shall be made according to a schedule to be established when ANAC finds necessary or appropriate.


(l) Notwithstanding the provisions of paragraph (j) of this section, ANAC authorizes the holding of international flights with aircraft not equipped with the safety devices required by these paragraphs, since the overflight and destination countries accept such operations. In contrast, the ANAC accepts the overflight and landing of aircraft from these countries without requiring such safety devices.



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CARGO AND BAGGAGE COMPARTMENTS


For each transport category airplane type certificated after January 1, 1958:

The design features and linings fulfil the burn through requirements of CS 25 part III of appendix F. (ref.: CS 25.0857

(a) Each Class C or Class D compartment, as defined in Sec. 25.857 of RBAC 25 in effect on June 16, 1986 (see Appendix L to this regulation), that is greater than 200 cubic feet in volume must have ceiling and sidewall liner panels which are constructed of: (1) Glass fiber reinforced resin; (2) Materials which meet the test requirements of part 25, appendix F, part III of RBAC 25; (3) In the case of liner installations approved prior to March 20, 1989, aluminum. (b) For compliance with paragraph (a) of this section, the term "liner" includes any design feature, such as a joint or fastener, which would affect the capability of the liner to safely contain a fire. (c) For airplanes brought to register at the Brazilian registration office on or after March 20, 2001 each Class D compartment, any volume, must meet the standards of 25.857 (c) and 25.858 RBAC 25 for Class C compartments, unless the operation is a cargo-operation when each Class D compartment must meet the requirements of 25.857 (e) for Class E compartments;

Covered by Type Certification (ref.: CS 25.0857 – CARGO COMPARTMENT CLASSIFICATION and CS 25.0858 – CARGO OR BAGGAGE COMPARTMENT SMOKE OR FIRE DETECTION SYSTEMS)

(d) for aircraft registered in Brazil before March 20, 2001, the requirements of paragraph (c) of this section, unless otherwise authorized by ANAC shall be met by March 20, 2005;

Not Applicable

(e) Reports of conversions and retrofits. (1) Until such time as all Class D compartments in aircraft operated under this part by the certificate have been converted or retrofitted with appropriate detection and suppression systems, each certificate holder must submit written progress reports to the ANAC that contain the information specified below. (i) The serial number of each airplane listed in the operations specifications issued to the certificate holder for operation under this part in which all Class D compartments have been converted to Class C or Class E compartments; (ii) The serial number of each airplane listed in the operations specification issued to the certificate holder for operation under this part, in which all Class D compartments have been retrofitted to meet the fire detection and suppression requirements for

Not applicable. There are no conversions or retrofits in Airbus aircraft at the time of delivery from TC Holders Part 21 production organisation.



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CARGO AND BAGGAGE COMPARTMENTS


Class C or the fire detection requirements for Class E; and (iii) The serial number of each airplane listed in the operations specifications issued to the certificate holder for operation under this part that has at least one Class D compartment that has not been converted or retrofitted. (2) The first report shall be submitted to ANAC by the certificate holder on July 1, 2001 and, thereafter, every 3-month interval.

COCKPIT CHECK PROCEDURES


(a) Each certificate holder shall provide an approved cockpit check procedure for each type of aircraft. Airbus provides an Aircraft Flight Manual (AFM) which has to be used

as reference by the operator to develop his own Flight Crew Operations Manual (FCOM) and Quick Reference Handbook (QRH). However, at the time of delivery Airbus will provide also to the customer a set of manuals in accordance with the specific aircraft customization. The human factors principles were demonstrated by type certification (AFM) – CS 25.1585 – OPERATING PROCEDURES.

(b) The approved procedures must include each item necessary for flight crewmembers to check for safety before starting engines, taking off, or landing, and in engine and systems emergencies. The procedures must be designed so that a flight crewmember will not need to rely upon his memory for items to be checked. (c) The approved procedures must be readily usable in the cockpit of each aircraft and the flight crew shall follow them when operating the aircraft.



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FUEL TANKS


Each turbine powered transport category airplane operated after October 30, 1991, must meet the requirements of Sec. 25.963(e) of RBAC 25 in effect on October 30, 1989.

Covered by Type Certification (ref.: CS 25.963 – FUEL TANKS: GENERAL)



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PASSENGER INFORMATION REQUIREMENTS


Passenger information requirements, smoking prohibitions, and additional seat belt requirements. Covered by Type Certification (ref.: CS 25.791 – PASSENGER

INFORMATION SIGNS AND PLACARDS) Translation to Portuguese be ensured as part of aircraft definition

(a) Except as provided in paragraph (l) of this section, no person may operate an airplane unless it is equipped with warnings to passengers covered by Section 25.791do RBAC 25. Except as provided in paragraph (l) of this section, the signs shall be constructed so that the crew can turn them on and off. The warnings, when written, must be in Portuguese, is acceptable to repeat them in English. (b) Except as provided in paragraph (l) of this section, the "fasten seat belts" (or similar) sign shall be turned on during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command.


(c) Smoking is prohibited in all segments of flight operations carrying passengers, whatever the time of flight segment. The warnings of "Don’t smoke" (or similar) should be on during the entire flight, or one or more plates "Não fume" (or similar) in compliance with section 25.1541 of RBAC 25 should be visible throughout the flight. If plates are used simultaneously with warning lights, warnings should remain on throughout the flight segment.

Under the operators responsibility to comply Translation to Portuguese be ensured as part of aircraft definition

(d) No person may operate a passenger-carrying airplane under this part unless at least one legible sign or placard that reads "MANTENHA CINTOS ATADOS ENQUANTO SENTADO" is visible from each passenger seat. These signs or placards need not meet the requirements of paragraph (a) of this section.

Translation to Portuguese be ensured as part of aircraft definition

(e) No person may operate an airplane unless there is installed in each lavatory a sign or placard that reads: "É PROIBIDO IMPEDIR, OU TENTAR IMPEDIR, O FUNCIONAMENTO DO DETECTOR DE FUMAÇA DESTE LAVATÓRIO". These signs or placards need not meet the requirements of paragraph (a) of this section.

Translation to Portuguese be ensured as part of aircraft definition

(f) Each passenger required by Sec. 121.311(b) to occupy a seat or berth shall fasten his or her safety belt about him or her and keep it fastened while the "Fasten seat belts" sign is lighted. Under the operators responsibility to comply (h) No person may smoke in any airplane lavatory.

(i) No person may tamper with, disable, or destroy any smoke detector installed in



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any airplane lavatory.

(j) In any flight segment of regular operations the warnings "NÃO FUME" should Under the operators responsibility to comply remain turned on from boarding to disembarking of passengers. (k) Each passenger shall comply with instructions given him or her by a crewmember regarding compliance with paragraphs (f), (g), (h), and (l) of this section.


(l) A certificate holder may operate a nontransport category airplane type certificated after December 31, 1964, that is manufactured before December 20, 1997, if it is equipped with at least one placard that is legible to each person seated in the cabin that states "ATAR CINTOS" and if, during any movement on the surface, for each takeoff, for each landing, and at any other time considered necessary by the pilot in command, a crewmember orally instructs the passengers to fasten their seat belts.



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Sec. 121.318 Public address system. No person may operate an airplane with a seating capacity of more than 19 passengers unless it is equipped with a public address system which-- (a) Is capable of operation independent of the crewmember interphone system required by Sec. 121.319, except for handsets, headsets, microphones, selector switches, and signalling devices;

The aeroplane is equipped with a Cabin Intercommunication Data System (CIDS) incorporating a passenger address system.

(b) Is approved in accordance with Sec. 121.305 of RBAC 121; See paragraph 121.305 for more information.

(c) Is accessible for immediate use from each of two flight crewmember stations in the pilot compartment; It is possible to operate the passenger address facility from:

- the cockpit jack panels - a handset with an integral press-to-talk switch mounted on the pedestal - cabin attendant stations

(d) For each required floor-level passenger emergency exit which has an adjacent flight attendant seat, has a microphone which is readily accessible to the seated flight attendant, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants; (e) Is capable of operation within 10 seconds by a flight attendant at each of those stations in the passenger compartment from which its use is accessible;

The passenger address is capable of operation within less 10 sec. by the cabin crew at each station.

(f) Is audible at all passenger seats, lavatories, and flight attendant seats and work stations; and

Passenger address volume is increased automatically once an engine or APU is running or in the event of cabin depressurization. Loudspeakers are installed in the cabin including one in each lavatory and each galley area.

(g) For transport category airplanes manufactured on or after November 27, 1990, meets the requirements of Sec. 25.1423 of RBAC 25



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CREWMEMBER INTERPHONE SYSTEM


(a) No person may operate an airplane with a seating capacity of more than 19 passengers unless the airplane is equipped with a crewmember interphone system that: The aeroplane is equipped with a Cabin Intercommunication Data

System (CIDS) incorporating a Cabin and Service interphone system. (2) Is capable of operation independent of the public address system required by Sec. 121.318(a) except for handsets, headsets, microphones, selector switches, and signaling devices; and (3) Meets the requirements of paragraph (b) of this section. See item (b) of this section. (b) The crewmember interphone system required by paragraph (a) of this section must be approved in accordance with Sec. 21.305 of RBAC 21 and meet the following requirements:

The service interphone system provides communication between: - flight crew and service interphone handsets - attendants and service interphone handsets - service interphone handsets The interphone handsets are accessible to pilots and cabin attendants while strapped into their seats. It is capable of operation within less 10 sec. by the cabin crew at each station.

(1) It must provide a means of two-way communication between the pilot compartment: (i) Each passenger compartment; and (ii) Each galley located on other than the main passenger deck level. (2) It must be accessible for immediate use from each of two flight crewmember stations in the pilot compartment; (3) It must be accessible for use from at least one normal flight attendant station in each passenger compartment; (4) It must be capable of operation within 10 seconds by a flight attendant at those stations in each passenger compartment from which its use is accessible; and (5) For large turbojet-powered airplanes: (i) It must be accessible for use at enough flight attendant stations so that all floor-level emergency exits (or entryways to those exits in the case of exits located within galleys) in each passenger compartment are observable from one or more of those stations so equipped; (ii) It must have an alerting system incorporating aural or visual signals for use by flight crewmembers to alert flight attendants and for use by flight attendants to alert flight crewmembers;

A call indication panel is associated with each installed attendant handset. The cabin interphone system provides normal and emergency alerting and communications facilities between: - flight crew and attendant stations

(iii) The alerting system required by paragraph (b)(5)(ii) of this section must have a means for the recipient of a call to determine whether it is a normal call or an emergency call; and



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CREWMEMBER INTERPHONE SYSTEM


(iv) When the airplane is on the ground, it must provide a means of two-way communication between ground personnel and either of at least two flight crewmembers in the pilot compartment. The interphone system station for use by ground personnel must be so located that personnel using the system may avoid visible detection from within the airplane.

- attendant stations The emergency call indication is indicated in clear text on the Cabin Attendant station panels and flight deck. There is two-way communication system between ground personnel and flight crew.

INSTRUMENTS AND EQUIPMENT FOR OPERATIONS AT NIGHT


(a) No person may operate an airplane at night under this part unless it is equipped with the following instruments and equipment in addition to those required by Secs. 121.305 through 121.321 and 121.803

The aircraft has installed: - 2 red Anti-collision lights installed (one on the bottom and one on the top of the fuselage centre line) - White flashing strobe lights installed (forward facing at the wing tips & rearward facing on the rear fuselage) - 3 Navigation steady lights installed (2 forward-facing on the wing tips, 1 rearward-facing on the rear fuselage) - Two Landing lights are installed in each wing to fuselage fairing. Instruments, except those installed specifically for maintenance purposes, and all displays and control panels installed on the pedestal, overhead panel and side consoles are illuminated. Covered by Type Certification (ref.: CS 25.1381 – INSTRUMENT LIGHTS) General illumination is provided for the passenger seating, entrance and galley areas, three levels of light intensity are provided. Covered by Type Certification (ref.: CS 25.0812 – EMERGENCY LIGHTING) Three pressure altimeters are installed and calibrated to indicate

(1) Position lights. (2) An anti-collision light.

(3) Two landing lights, except that only one landing light is required for non-transport category airplanes type certificated after December 31, 1964.

(4) Instrument lights providing enough light to make each required instrument, switch, or similar instrument, easily readable and installed so that the direct rays are shielded from the flight crewmembers' eyes and that no objectionable reflections are visible to them. There must be a means of controlling the intensity of illumination unless it is shown that nondimming instrument lights are satisfactory in all conditions

(5) An airspeed-indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(f) A sensitive altimeter. ("drum pointer altimeter" are not acceptable)



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INSTRUMENTS AND EQUIPMENT FOR OPERATIONS AT NIGHT


pressure altitude in a standard atmosphere.

INSTRUMENTS AND EQUIPMENT FOR OPERATIONS UNDER IFR OR OVER-THE-TOP


(a) [No person may operate an airplane under IFR or over-the-top conditions under this part unless it is equipped with the following instruments and equipment, in addition to those required by Secs. 121.305 through 121.321 and 121.803:] The Pitots and Statics probes of the Air Data/Inertial Reference System

(ADIRS) are electrically heated areas (1) An airspeed indicating system with heated pitot tube or equivalent means for preventing malfunctioning due to icing.

(2) A sensitive altimeter. ("drum pointer altimeter" are not acceptable) Three pressure altimeters are installed and calibrated to indicate pressure altitude in a standard atmosphere.

(3) Instrument lights providing enough light to make each required instrument, switch, or similar instrument, easily readable and so installed that the direct rays are shielded from the flight crewmembers' eyes and that no objectionable reflections are visible to them, and a means of controlling the intensity of illumination unless it is shown that non-dimming instrument lights are satisfactory.

Instruments, except those installed specifically for maintenance purposes, and all displays and control panels installed on the pedestal, overhead panel and side consoles are illuminated. Covered by Type Certification (ref.: CS 25.1381 – INSTRUMENT LIGHTS)



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SUPPLEMENTAL OXYGEN


Sec. 121.329 Supplemental oxygen for sustenance: Turbine engine powered airplanes. (a) General. When operating a turbine engine powered airplane, each certificate holder shall equip the airplane with sustaining oxygen and dispensing equipment for use as set forth in this section: The oxygen system has the capability of store and dispenses the

required oxygen. This item is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(1) The amount of oxygen provided must be at least the quantity necessary to comply with paragraphs (b) and (c) of this section. (2) The amount of sustaining and first-aid oxygen required for a particular operation to comply with the rules in this part is determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route. (3) The requirements for airplanes with pressurized cabins are determined on the basis of cabin pressure altitude and the assumption that a cabin pressurization failure will occur at the altitude or point of flight that is most critical from the standpoint of oxygen need, and that after the failure the airplane will descend in accordance with the emergency procedures specified in the Airplane Flight Manual, without exceeding its operating limitations, to a flight altitude that will allow successful termination of the flight.

In case of loss of cabin pressurisation, the aircraft descends from Maximum Certificated Operating Altitude (43100ft) to 10,000ft in maximum of 2 minutes and then the cabin pressure altitude remains under 10,000 ft. It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNIT) (4) Following the failure, the cabin pressure altitude is considered to be the same as

the flight altitude unless it is shown that no probable failure of the cabin or pressurization equipment will result in a cabin pressure altitude equal to the flight altitude. Under those circumstances, the maximum cabin pressure altitude attained may be used as a basis for certification or determination of oxygen supply, or both. (b) Crewmembers. Each certificate holder shall provide a supply of oxygen for crewmembers in accordance with the following: There is a specific procedure for high altitude operation in FCOM that

covers this requirement. Oxygen for the flight crew is supplied from a gaseous high pressure source. This provides an oxygen capacity for the emergency descent profile down to 10 000 ft and they has minimum duration of at least 2 hours. It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(1) At cabin pressure altitudes above 10,000 feet, up to and including 12,000 feet, oxygen must be provided for and used by each member of the flight crew on flight deck duty and must be provided for other crewmembers for that part of the flight at those altitudes that is of more than 30 minutes duration. (2) At cabin pressure altitudes above 12,000 feet, oxygen must be provided for, and used by, each member of the flight crew on flight deck duty, and must be provided



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SUPPLEMENTAL OXYGEN


for other crewmembers during the entire flight at those altitudes. (3) When a flight crewmember is required to use oxygen, he must use it continuously except when necessary to remove the oxygen mask or other dispenser in connection with his regular duties. Standby crewmembers who are on call or are definitely going to have flight deck duty before completing the flight must be provided with an amount of supplemental oxygen equal to that provided for crewmembers on duty other than on flight duty. If a standby crewmember is not on call and will not be on flight deck duty during the remainder of the flight, he is considered to be a passenger for the purposes of supplemental oxygen requirements.


(c) Passengers. Each certificate holder shall provide a supply of oxygen for passengers in accordance with the following:

For 10% of the passengers and all occupants of flight deck seats on flight deck duty, it can be provided for at least 30 minutes when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft. It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(1) For flights at cabin pressure altitudes above 10,000 feet, up to and including 14,000 feet, enough oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10 percent of the passengers. (2) For flights at cabin pressure altitudes above 14,000 feet, up to and including 15,000 feet, enough oxygen for that part of the flight at those altitudes for 30 percent of the passengers.

The AFM normal procedures do not allow the Airbus aircraft to operate without pressurization above 14000ft. In case of loss of cabin pressurization the passenger oxygen system will be automatically presented if the cabin altitude reaches 14,000 ft., +0 ft./-500 ft. Then, for all the passengers and the crew it will be provided oxygen for at least 10 minutes that is more than enough time to the flight crew apply the emergency procedures and descent to 10.000 ft (It has to be taken into account the proposed routes).

(3) For flights at cabin pressure altitudes above 15,000 feet, enough oxygen for each passenger carried during the entire flight at those altitudes.



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SUPPLEMENTAL OXYGEN


Supplemental oxygen for emergency descent and for first aid; turbine engine powered airplanes with pressurized cabins.

Oxygen for the flight crew is supplied from a gaseous high pressure source. This provides an oxygen capacity for the emergency descent profile down to 10 000 ft . It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(a) General. When operating a turbine engine powered airplane with a pressurized cabin, the certificate holder shall furnish oxygen and dispensing equipment to comply with paragraphs (b) through (e) of this section in the event of cabin pressurization failure. (b) Crewmembers. When operating at flight altitudes above 10,000 feet, the certificate holder shall supply enough oxygen to comply with §121.329, but not less than a two-hour supply for each flight crewmember on flight deck duty. The required two hours supply is that quantity of oxygen necessary for a constant rate of descent from the airplane's maximum certificated operating altitude to 10,000 feet in ten minutes and followed by 110 minutes at 10,000 feet. The oxygen required in the event of cabin pressurization failure by §121.337 may be included in determining the supply required for flight crewmembers on flight deck duty. (c) Use of oxygen masks by flight crewmembers.

There is available at the flight duty station a quick-donning type of oxygen mask which will readily supply oxygen upon demand and does not prevent immediate communication between the flight crew.

(1) When operating at flight altitudes above flight level 250, each flight crewmember on flight deck duty must be provided with an oxygen mask so designed that it can be rapidly placed on his face from its ready position, properly secured, sealed, and supplying oxygen upon demand; and so designed that after being placed on the face it does not prevent immediate communication between the flight crewmember and other crewmembers over the airplane intercommunication system. When it is not being used at flight altitudes above flight level 250, the oxygen mask must be kept in condition for ready use and located so as to be within the immediate reach of the flight crewmember while at his duty station.



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(2) When operating at flight altitudes above flight level 250, one pilot at the controls of the airplane shall at all times wear and use an oxygen mask secured, sealed, and supplying oxygen, in accordance with the following:

There is available at the flight deck a quick-donning type of oxygen mask which will readily supply oxygen upon demand.

(i) The one pilot need not wear and use an oxygen mask at or below the following flight levels if each flight crewmember on flight deck duty has a quick-donning type of oxygen mask that the certificate holder has shown can be placed on the face from its ready position, properly secured, sealed, and supplying oxygen upon demand, with one hand and within five seconds: (A) For airplanes having a passenger seat configuration of more than 30 seats, excluding any required crewmember seat, or a payload capacity of more than 7,500 pounds, at or below flight level 410. (B) For airplanes having a passenger seat configuration of less than 31 seats, excluding any required crewmember seat, and a payload capacity of 7,500 pounds or less, at or below flight level 350. (ii) Whenever a quick-donning type of oxygen mask is to be used under this section, the certificate holder shall also show that the mask can be put on without disturbing eye glasses and without delaying the flight crewmember from proceeding with his assigned emergency duties. The oxygen mask after being put on must not prevent immediate communication between the flight crewmember and other crewmembers over the airplane intercommunication system.

It is the operator responsibility to demonstrate, but there is available at the flight duty station a quick-donning type of oxygen mask which that does not disturbing the use of eye glasses and does not jeopardizes the flight crewmember from proceeding with his assigned emergency duties.

(3) Notwithstanding paragraph (c)(2) of this section, if for any reason at any time it is necessary for one pilot to leave his station at the controls of the airplane when operating at flight altitudes above flight level 250, the remaining pilot at the controls shall put on and use his oxygen mask until the other pilot has returned to his duty station.


(4) Before the takeoff of a flight, each flight crewmember shall personally pre-flight his oxygen equipment to insure that the oxygen mask is functioning, fitted properly, and connected to appropriate supply terminals, and that the oxygen supply and pressure are adequate for use.

It is the operator responsibility to ensure SOPs for pre-flight check requirements.

(d) Use of portable oxygen equipment by flight attendants. Each flight attendant in operations above flight level 250, should carry portable oxygen supply for at least 15 minutes, unless it is demonstrated that there is sufficient portable oxygen with masks distributed throughout the passenger cabin or there are oxygen masks and spare outlets throughout the cabin to ensure immediate availability of oxygen to each flight attendant, regardless of their position when there is a cabin depressurization.

There are Oxygen Dispensing Units in the PSU above each seat on A350. A minimum of 10% extra oxygen masks are distributed evenly in the cabin. Refer to individual CCOM for cabin oxygen mask layout and distribution.



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(e) Passenger cabin occupants. When the airplane is operating at flight altitudes above 10,000 feet, the following supply of oxygen must be provided for the use of passenger cabin occupants: In case of loss of cabin pressurisation, the aircraft descends from

Maximum Certificated Operating Altitude (431000ft) to 10,000ft in maximum of 2 minutes and then the cabin pressure altitude remains under 10,000 ft. It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNIT)

(1) When an airplane certificated to operate at flight altitudes up to and including flight level 250, can at any point along the route to be flown, descend safely to a flight altitude of 14,000 feet or less within four minutes, oxygen must be available at the rate prescribed by this part for a 30-minute period for at least 10 percent of the passenger cabin occupants. (2) When an airplane is operated at flight altitudes up to and including flight level 250 and cannot descend safely to a flight altitude of 14,000 feet within four minutes, or when an airplane is operated at flight altitudes above flight level 250, oxygen must be available at the rate prescribed by this part for not less than 10 percent of the passenger cabin occupants for the entire flight after cabin depressurization, at cabin pressure altitudes above 10,000 feet up to and including 14,000 feet and, as applicable, to allow compliance with §121.329(c) (2) and (3), except that there must be not less than a 10-minute supply for the passenger cabin occupants.

For 10% of the passengers and all occupants of flight deck seats on flight deck duty, it can be provided for at least 30 minutes when the cabin pressure altitude exceeds 10 000 ft but does not exceed 14 000 ft. It is covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(3) For first-aid treatment of occupants who for physiological reasons might require undiluted oxygen following descent from cabin pressure altitudes above flight level 250, a supply of oxygen in accordance with the requirements of §25.1443(d) must be provided for two percent of the occupants for the entire flight after cabin depressurization at cabin pressure altitudes above 8,000 feet, but in no case to less than one person. An appropriate number of acceptable dispensing units, but in no case less than two, must be provided, with a means for the cabin attendants to use this supply.

Compliance with the requirement for the installed portable oxygen and used for first aid has been demonstrated by technical design ,calculation of the required mass and equipment qualification. The equipment installed is able to supply 2 ltr. And 4 ltr. Per minute oxygen per person for whom first aid oxygen is required. Item covered by Type Certification (ref.: 25.1443 – MINIMUM MASS FLOW OF SUPPLEMENTAL OXYGEN)

(f) Passenger briefing. Before flight is conducted above flight level 250, a crewmember shall instruct the passengers on the necessity of using oxygen in the event of cabin depressurization and shall point out to them the location and demonstrate the use of the oxygen-dispensing equipment.

Operator responsibility,



AIRBUS

PROTECTIVE BREATHING EQUIPMENT - PBE


(a) The certificate holder shall furnish approved protective breathing equipment (PBE) meeting the equipment, breathing gas, and communication requirements contained in paragraph (b) of this section.

Operators responsibility

(b) Pressurized and nonpressurized cabin airplanes. Except as provided in paragraph (f) of this section, no person may operate an airplane unless protective breathing equipment meeting the requirements of this section is provided as follows: A portable PBE for each cockpit occupant is installed and protects the

eyes, nose and mouth and provides breathing gas for a period longer than 15 minutes. Covered by Type Certification (ref.: CS 25.1439 – PROTECTIVE BREATHING EQUIPMENT).

(1) General. The equipment must protect the flightcrew from the effects of smoke, carbon dioxide or other harmful gases or an oxygen deficient environment caused by other than an airplane depressurization while on flight deck duty and must protect crewmembers from the above effects while combating fires on board the airplane. (2) The equipment must be inspected regularly in accordance with inspection guidelines and the inspection periods established by the equipment manufacturer to ensure its condition for continued serviceability and immediate readiness to perform its intended emergency purposes. The inspection periods may be changed upon a showing by the certificate holder that the changes would provide an equivalent level of safety.

There is a schedule maintenance task in the Maintenance Documentation provided for each aircraft on AirN@v

(3) That part of the equipment protecting the eyes must not impair the wearer's vision to the extent that a crewmember's duties cannot be accomplished and must allow corrective glasses to be worn without impairment of vision or loss of the protection required by paragraph (b)(1) of this section.

The PBE installed is a quick-donning type of oxygen mask which that does not disturbing the use of eye glasses.

(4) The equipment, while in use, must allow the flightcrew to communicate using the airplane radio equipment and to communicate by interphone with each other while at their assigned duty stations. The equipment, while in use, must also allow crewmember interphone communications between each of two flight crewmember stations in the pilot compartment and at least one normal flight attendant station in each passenger compartment.

A phonic membrane of the PBE allows the users to communicate easily and does not jeopardizes the flight crewmember from proceeding with his assigned duties. Covered by Type Certification (ref.: CS 25.1439 – PROTECTIVE BREATHING EQUIPMENT).

(5) The equipment, while in use, must allow any crewmember to use the airplane interphone system at any of the flight attendant stations referred to in paragraph (b)(4) of this section. (6) The equipment may also be used to meet the supplemental oxygen requirements The PBE installed meets the provisions from sec. 121.335.



AIRBUS

PROTECTIVE BREATHING EQUIPMENT - PBE


of this part provided it meets the oxygen equipment standards of Sec. 121.335 of this regulation. (7) Protective breathing gas duration and supply system equipment requirements are as follows: A portable PBE for each cockpit occupant is installed and provides

breathing gas for a period longer than 15 minutes. Covered by Type Certification (ref.: CS 25.1439 – PROTECTIVE BREATHING EQUIPMENT).

(i) The equipment must supply breathing gas for 15 minutes at a pressure altitude of 8,000 feet for the following: (A) Flight crewmembers while performing flight deck duties; and (B) Crewmembers while combating an in-flight fire. (ii) The breathing gas system must be free from hazards in itself, in its method of operation, and in its effect upon other components.

Covered by Type Certification (ref.: CS 25.1447 – EQUIPMENT STANDARDS FOR OXYGEN DISPENSING UNITS)

(iii) For breathing gas systems other than chemical oxygen generators, there must be a means to allow the crew to readily determine, during the equipment preflight described in paragraph (c) of this section, that the gas supply is fully charged. Covered by Type Certification (ref.: CS 25.1449 – MEANS FOR

DETERMINING USE OF OXYGEN). (iv) For each chemical oxygen generator, the supply system equipment must meet the requirements of Sec. 25.1450 (b) and (c) of RBAC 25 (8) Smoke and fume protection. Protective breathing equipment with a fixed or portable breathing gas supply meeting the requirements of this section must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crewmember at his or her assigned duty station.

Covered by Type Certification (ref.: CS 25.1439 – PROTECTIVE BREATHING EQUIPMENT).

(9) Fire combating. Except for nontransport category airplanes type certificated after December 31, 1964, protective breathing equipment with a portable breathing gas supply meeting the requirements of this section must be easily accessible and conveniently located for immediate use by crewmembers in combating fires as follows:

There are 4 quick-donning full face masks in the flight compartment. Protective breathing equipment is located on the flight deck and in the cabin. It has been shown by design review and aircraft inspection that the equipment as installed is accessible in flight. Covered by Type Certification (ref.: CS 25.1439 – PROTECTIVE BREATHING EQUIPMENT).

(i) One PBE is required for each hand fire extinguisher located for use in a galley other than a galley located in a passenger, cargo, or crew compartment. (ii) One on the flight deck, except that ANAC may authorize another location for this PBE if special circumstances exist that make compliance impractical and the proposed deviation would provide an equivalent level of safety.



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(iii) In each passenger compartment, one for each hand fire extinguisher required by Sec. 121.309 of this part, to be located within 3 feet of each required hand fire extinguisher, except that ANAC may authorize a deviation allowing locations of PBE more than 3 feet from required hand fire extinguisher locations if special circumstances exist that make compliance impractical and if the proposed deviation provides an equivalent level of safety. (c) Equipment preflight.


(1) Before each flight, each item of PBE at flight crewmember duty stations must be checked by the flight crewmember who will use the equipment to ensure that the equipment-- (i) For other than chemical oxygen generator systems, is functioning, is serviceable, fits properly (unless a universal-fit type), and is connected to supply terminals and that the breathing gas supply and pressure are adequate for use; and (ii) For chemical oxygen generator systems, is serviceable and fits properly (unless a universal-fit type). (2) Each item of PBE located at other than a flight crewmember duty station must be checked by a designated crewmember to ensure that each is properly stowed and serviceable, and, for other than chemical oxygen generator systems, the breathing gas supply is fully charged. Each certificate holder, in its operations manual, must designate at least one crewmember to perform those checks before he or she takes off in that airplane for his or her first flight of the day.



AIRBUS

EMERGENCY EQUIPMENT FOR EXTENDED OVER-WATER OPERATIONS


(a) Except when ANAC, by amending the operations specifications of the certificate holder, requires the carriage of all or any specific items of the equipment listed below for any overwater operation, or upon application of the certificate holder, ANAC allows deviation for a particular extended overwater operation, no person may operate an airplane in extended overwater operations without having on the airplane the following equipment:

It is the responsibility of the operator to ensure that all life jackets are provided with a survivor locator light. Installation covered under individual Aircraft cabin modification

(1) A life preserver equipped with an approved survivor locator light, for each occupant of the airplane. (2) Life rafts (each equipped with an approved survivor locator light) of a rated capacity and buoyancy to accommodate the occupants of the airplane. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity of the rafts must accommodate all occupants of the airplane in the event of a loss of one raft of the largest rated capacity.

The pyrotechnic, sea anchor signalling equipment, water first aid kit and glucose sweets are contained in the survival kit. The number of life rafts is covered by Type Certification (ref.: CS 25.1411 – SAFETY EQUIPMENT and 25.1415 – DITCHING EQUIPMENT) Refer to A350 for cabin layout and door rating. Refer to the EASA TCDS A.151. (3) At least one pyrotechnic signaling device for each life raft.

(4) An approved survival type emergency locator transmitter. Batteries used in this transmitter must be replaced (or recharged, if the battery is rechargeable) when the transmitter has been in use for more than 1 cumulative hour, or when 50 percent of their useful life (or for rechargeable batteries, 50 percent of their useful life of charge) has expired, as established by the transmitter manufacturer under its approval. The new expiration date for replacing (or recharging) the battery must be legibly marked on the outside of the transmitter. The battery useful life (or useful life of charge) requirements of this paragraph do not apply to batteries (such as water-activated batteries) that are essentially unaffected during probable storage intervals.

All the A350 aircraft are equipped with one fixed ELT as basic Airbus standard. However additional portable ELTs can be install under Installation covered under individual Aircraft cabin modification The maintenance is the operator responsibility.

(b) The required life rafts, life preservers, and survival type emergency locator transmitter must be easily accessible in the event of a ditching without appreciable time for preparatory procedures. This equipment must be installed in conspicuously marked, approved locations.

There is a slide raft that can be used as a life raft located in the door at each exit Type I or Type A. When the slide raft is deployed in the event of ditching, a survival kit is located at the doorsill end. This item is covered by Type Certification (ref.: CS 25.1415 – DITCHING EQUIPMENT)

(c) A survival kit, appropriately equipped for the route to be flown, must be attached When the slide raft is deployed in the event of ditching, a survival kit is



AIRBUS

EMERGENCY EQUIPMENT FOR EXTENDED OVER-WATER OPERATIONS


to each required life raft. located at the doorsill end. The content is the operator responsibility and should be adequate to the route to be flow.

(d) For purposes of this section, overflight of large bodies of water means the overflight of a point more than 370 km (200 nautical miles) from the nearest land. Requirement just informative.

EMERGENCY FLOTATION MEANS


(a) Except as provided in paragraph (b) of this section, no person may operate an airplane in any overwater operation unless it is equipped with life preservers in accordance with Sec. 121.339(a)(1) or with an approved flotation means for each occupant. This means must be within easy reach of each seated occupant and must be readily removable from the airplane.

It is the responsibility of the operator to ensure that a life jacket is installed for each person on board, stowed in a position easily accessible. Installation covered under individual Aircraft cabin modification

(b) Upon application by the air carrier or commercial operator, the ANAC may approve the operation of an airplane over water without the life preservers or flotation means required by paragraph (a) of this section, if the air carrier or commercial operator shows that the water over which the airplane is to be operated is not of such size and depth that life preservers or flotation means would be required for the survival of its occupants in the event the flight terminates in that water.



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ICING CONDITIONS


Sec. 121.341 Equipment for operations in icing conditions.

The A350 is certified under transport category (ref.: Certification Basis in EASA TCDS )

(a) Except as permitted in paragraph (c)(2) of this section, unless an airplane is type certificated under the transport category airworthiness requirements relating to ice protection, or unless an airplane is a non-transport category airplane type certificated after December 31, 1964, that has the ice protection provisions that meet section 34 of appendix A of RBAC 135, no person may operate an airplane in icing conditions unless it is equipped with means for the prevention or removal of ice on windshields, wings, empennage, propellers, and other parts of the airplane where ice formation will adversely affect the safety of the airplane. (b) No person may operate an airplane in icing conditions at night unless means are provided for illuminating or otherwise determining the formation of ice on the parts of the wings that are critical from the standpoint of ice accumulation. Any illuminating that is used must be of a type that will not cause glare or reflection that would handicap crewmembers in the performance of their duties.

Two wing icing detection lights are installed. Covered by Type Certification (ref.: CS 25.1403 – WING ICING DETECTION LIGHTS)

(c) Non-transport category airplanes type certificated after December 31, 1964. Except for an airplane that has ice protection provisions that meet section 34 of appendix A of part 135 of this chapter, or those for transport category airplane type certification, no person may operate--

(1) Under IFR into known or forecast light or moderate icing conditions; Under the operators responsibility to comply (2) Under VFR into known light or moderate icing conditions; unless the airplane has functioning deicing anti-icing equipment protecting each propeller, windshield, wing, stabilizing or control surface, and each airspeed, altimeter, rate of climb, or flight attitude instrument system; or

The ice and rain protection system equipped in the aircraft ensures the aircraft operation in conditions of ice or heavy rain. It is also covered by a the type certification process (ref.: CS 25.1419 – ICE PROTECTION)

(3) Into known or forecast severe icing conditions. Under the operators responsibility to comply (d) If current weather reports and briefing information relied upon by the pilot in command indicate that the forecast icing condition that would otherwise prohibit the flight will not be encountered during the flight because of changed weather conditions since the forecast, the restrictions in paragraph (c) of this section based on forecast conditions do not apply.




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PITOT HEAT INDICATION SYSTEMS


No person may operate a transport category airplane or, after December 20, 2007, a nontransport category airplane type certificated after December 31, 1964, that is equipped with a flight instrument pitot heating system unless the airplane is also equipped with an operable pitot heat indication system that complies Sec. 25.1326 of RBAC 25 in effect on April 12, 1978.

A pitot heating system is installed, as described in the System Description Note. Indications of failure are given by an amber light, a single chime and an ECAM warning. Item covered by Type Certification (ref.: CS 25.1326 – PITOT HEAT INDICATION SYSTEMS)



AIRBUS

FLIGHT DATA RECORDERS


(d) No person may operate an airplane specified in paragraph (b) of this section that is manufactured after May 26, 1989, as well as airplanes specified in paragraph (a) of this section that have been type certificated after September 30, 1969, unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The following information must be able to be determined within the ranges, accuracies, and recording intervals specified in Appendix B of this part:

This item is covered by Type Certification (ref.: CS 25.1459 – FLIGHT RECORDERS) A Solid State Digital Flight Data Recorder (SSFDR), component of the Digital Flight Data Recording System (DFDRS) mandatory recording system, is installed in the unpressurized area at the rear of the fuselage with all the parameters requested by this requirement . Parameters are In accordance with ICAO Annex 6 requirements.

(1) Time; (2) Altitude; (3) Airspeed; (4) Vertical acceleration; (5) Heading; (6) Time of each radio transmission either to or from air traffic control; (7) Pitch attitude; (8) Roll attitude; (9) Longitudinal acceleration; (10) Pitch trim position; (11) Control column or pitch control surface position; (12) Control wheel or lateral control surface position; (13) Rudder pedal or yaw control surface position; (14) Thrust of each engine; (15) Position of each thrust reverser; (16) Trailing edge flap or cockpit flap control position; and (17) Leading edge flap or cockpit flap control position. For the purpose of this section, manufactured means the point in time at which the airplane inspection acceptance records reflect that the airplane is complete and meets the ANAC-approved type design data.



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(e) After October 11, 1991, no person may operate a large airplane equipped with a digital data bus and ARINC 717 digital flight data acquisition unit (DFDAU) or equivalent unless it is equipped with one or more approved flight recorders that utilize a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. Any parameters specified in Appendix B of this part that are available on the digital data bus must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified.

Operator responsibility. A Solid State Digital Flight Data Recorder (SSFDR), is installed on each A350 Parameters are In accordance with ICAO Annex 6 requirements.

(f) No person may operate an airplane specified in paragraph (b) of this section that is manufacturer after that date, or an airplane specified in paragraph (a) of this section type certificated after September 30, 1969 and manufactured after 11 October 1991 unless it is equipped with one or more flight data recorders employing digital techniques for recording and storing data and allowing for prompt recovery of data stored in the recording. The parameters specified in Appendix B of this part must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified. (g) Whenever a flight recorder required by this section is installed, it must be operated continuously from the instant the airplane begins the takeoff roll until it has completed the landing roll at an airport.


(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed in paragraph (a), (b), (c), or (d) of this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in Sec. 121.359(a). A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

The flight recorder s installed is capable to recorder the parameters specified in the paragraph (d) for at least 25h.

(i) In the event of an accident or occurrence that requires immediate notification of the CENIPA – (Aeronautical Accidents Investigation and Prevention Center) and that results in termination of the flight, the certificate holder shall remove the recording media from the airplane and keep the recorded data required by paragraph (a), (b), (c), or (d) of this section, as appropriate, for at least 60 days or for a longer period upon the request of the ANAC




AIRBUS

(j) Each flight recorder required by this section must be installed in accordance with the requirements of Sec. 25.1459 of this chapter in effect on August 31, 1977. The correlation required by Sec. 25.1459(c) of this chapter need be established only on one airplane of any group of airplanes-- This item is covered by Type Certification (ref.: CS 25.1459 – FLIGHT

RECORDERS). An Underwater locator Beacon (ULB) is directly attached to the front panel of the DFDR.

(1) That are of the same type; (2) On which the model flight recorder and its installation are the same; and (3) On which there is no difference in the type design with respect to the installation of those first pilot's instruments associated with the flight recorder. The most recent instrument calibration, including the recording medium from which this calibration is derived, and the recorder correlation must be retained by the certificate holder. (k) Each flight recorder required by this section that records the data specified in paragraph (a), (b), (c), or (d) of this section, as appropriate, must have an approved device to assist in locating that recorder under water.



AIRBUS

DIGITAL FLIGHT DATA RECORDERS


(a) Except as provided in paragraph (l) of this section, no person may operate under this part a turbine-engine-powered transport category airplane unless it is equipped with one or more approved flight recorders that use a digital method of recording and storing data and a method of readily retrieving that data from the storage medium. The operational parameters required to be recorded by digital flight data recorders required by this section are as follows: The phrase "when an information source is installed" following a parameter indicates that recording of that parameter is not intended to require a change in installed equipment (see RBAC 121.344 (a)(1) through (a)(91) for more information).

This item is covered by Type Certification (ref.: CS 25.1459 – FLIGHT RECORDERS)

(f) For all turbine-engine-powered transport category airplanes manufactured after August 19, 2002, the parameters listed in paragraphs (a) (1) through (a) (88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this regulation (g) Whenever a flight data recorder required by this section is installed, it must be operated continuously from the instant the airplane begins its takeoff roll until it has completed its landing roll.

The recorder runs automatically as follows: - on ground: after first engine start or during the first 5 minutes following the start of the electrical network and for 5 min after both engines have stopped.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in this paragraph, each certificate holder shall keep the recorded data prescribed by this section, as appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in Sec. 121.359(a) of this part. A total of 1 hour of recorded data may be erased for the purpose of testing the flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this section, no record need be kept more than 60 days.

It is the operator responsibility to do the operational checks, but the DFDRS has the capability to cover the specified in this paragraph.

(i) In the event of an accident or occurrence that requires immediate notification of the CENIPA – (Aeronautical Accidents Investigation and Prevention Center) of its regulations and that results in termination of the flight, the certificate holder shall remove the recorder from the airplane and keep the recorder data prescribed by this section, as appropriate, for at least 60 days or for a longer period upon the request of




AIRBUS

DIGITAL FLIGHT DATA RECORDERS


ANAC (j) [Each flight data recorder system required by this section must be installed in accordance with the requirements of Sec. 25.1459(a) (except paragraphs (a)(3)(ii) and (a)(7)), (b), (d) and (e) of this chapter. A correlation must be established between the values recorded by the flight data recorder and the corresponding values being measured. The correlation must contain a sufficient number of correlation points to accurately establish the conversion from the recorded values to engineering units or discrete state over the full operating range of the parameter. Except for airplanes having separate altitude and airspeed sensors that are an integral part of the flight data recorder system, a single correlation may be established for any group of airplanes:


(1) That are of the same type; (2) On which the flight recorder system and its installation are the same; and (3) On which there is no difference in the type design with respect to the installation of those sensors associated with the flight data recorder system. Documentation sufficient to convert recorded data into the engineering units and discrete values specified in the applicable appendix must be maintained by the certificate holder. (k) Each flight data recorder required by this section must have an approved device to assist in locating that recorder under water.

An Underwater locator Beacon (ULB) is directly attached to the front panel of the DFDR.

(m) All aircraft subject to the requirements of this section that are manufactured on or after April 7, 2012, must have a digital flight data recorder installed that also--


(1) Meets the requirements of Sec. 25.1459(a)(3), (a)(7), and (a)(8) of this chapter; and (2) Retains the 25 hours of recorded information required in paragraph (h) of this section using a recorder that meets the standards of TSO-C124a, or later revision.



AIRBUS

RADIO EQUIPMENT


(a) No person may operate an airplane unless it is equipped with radio equipment required for the kind of operation being conducted.

The A350 is equipped with 3 VHF transceivers/receivers (they operate from 118 to 136.975 MHZ with 8.33 KHz spacing between channels) and 1 HF transceivers/receivers is installed part of the aircraft standard. A dual X-band weather radar system, incorporating a Doppler mode (turbulence detection), is installed. It is capable of detecting thunderstorms and other potentially hazardous weather conditions. These items are covered by Type Certification (ref.: CS 25.1307 – MISCELLANEOUS EQUIPMENT)

(b) Where two independent (separate and complete) radio systems are required by Secs. 121.347 and 121.349, each system must have an independent antenna installation except that, where rigidly supported nonwire antennas or other antenna installations of equivalent reliability are used, only one antenna is required.

(c) ATC transponder equipment installed within the time periods indicated below must meet the performance and environmental requirements of the following TSO's:

For A350 two ATC mode "S" Transponders installed The aircraft is equipped with pressure altitude reporting secondary surveillance radar (SSR) transponder.

(1) Through January 1, 1992: (i) Any class of TSO-C74b or any class of TSO-C74c as appropriate, provided that the equipment was manufactured before January 1, 1990; or (ii) The appropriate class of TSO-C112 (Mode S). (2) After January 1, 1992: The appropriate class of TSO-C112 (Mode S). For purposes of paragraph (c) (2) of this section, "installation" does not include-- (i) Temporary installation of TSO-C74b or TSO-C74c substitute equipment, as appropriate, during maintenance of the permanent equipment; (ii) Reinstallation of equipment after temporary removal for maintenance; or (iii) For fleet operations, installation of equipment in a fleet aircraft after removal of the equipment for maintenance from another aircraft in the same operator's fleet.



AIRBUS

COMMUNICATION AND NAVIGATION EQUIPMENT – VFR


Sec. 121.347 [Communication and navigation equipment for operations under VFR over routes navigated by pilotage.]

3 VHF transceivers/receivers (they operate from 118 to 136.975 MHZ with 8.33 KHz spacing between channels) and 2 HF transceivers/receivers as installed part of the aircraft build standard. A dual X-band weather radar system, incorporating a Doppler mode (turbulence detection), is installed. It is capable of detecting thunderstorms and other potentially hazardous weather conditions. These items are covered by Type Certification (ref.: CS 25.1307 – MISCELLANEOUS EQUIPMENT)

(a) No person may operate an airplane under VFR over routes that can be navigated by pilotage unless the airplane is equipped with the radio communication equipment necessary under normal operating conditions to fulfill the following: (1) Communicate with at least one appropriate station from any point on the route; (2) Communicate with appropriate air traffic control facilities from any point within Class B, Class C, or Class D airspace, or within a Class E surface area designated for an airport in which flights are intended; and] (3) Receive meteorological information from any point en route by either of two independent systems. One of the means provided to comply with this subparagraph may be used to comply with paragraphs (a)(1) and (2) of this section. [(b) No person may operate an airplane at night under VFR over routes that can be navigated by pilotage unless that airplane is equipped with radio communication equipment necessary under normal operating conditions to fulfill the functions specified in paragraph (a) of this section and to receive signals from radio-navigation applicable to the route to be flown



AIRBUS

NAVIGATION


Sec. 121.349 Navigation equipment requirements--General.


(a) No person may conduct operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top, unless-- (1) The en route navigation aids necessary for navigating the airplane along the route (e.g., ATS routes, arrival and departure routes, and instrument approach procedures, including missed approach procedures if a missed approach routing is specified in the procedure) are available and suitable for use by the aircraft navigation systems required by this section; (2) The airplane used in those operations is equipped with at least-- Airbus aircraft are equipped with Long Range Navigation Systems as

per Type Design which permit unrestricted operation: - 2 Flight Management System; - 3 Multipurpose Control & Display Unit - 3 Inertial Reference System - 2 Navigation Display

(i) Except as provided in paragraph (c) of this section, two approved independent navigation systems suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC;

(ii) One marker beacon receiver providing visual and aural signals; and The VOR/ MARKER , comprises two independent systems: - a VOR system for the radio navigation - a MARKER (MKR) system for the landing approach phase.

(iii) One ILS receiver; and Two MMR (Multi Mode Receiver) including ILS + GPS functions that enable the aircraft of receiving signals providing guidance to a point from which a visual landing can be effected.

(3) Any RNAV system used to meet the navigation equipment requirements of this section is authorized in the certificate holder's operations specifications. Under the operators responsibility to comply

(b) Communication equipment requirements. No person may operate an airplane under VFR over routes that cannot be navigated by pilotage, and no person may operate an airplane under IFR or over the top, unless the airplane is equipped with-- 3 VHF transceivers/receivers (operate from 118 to 136.975 MHZ with

8.33 KHz spacing between channels) and 2 HF transceivers/receivers as installed part of the aircraft build standard.

(1) At least two independent communication systems necessary under normal operating conditions to fulfill the functions specified in Sec. 121.347 (a); and (2) At least one of the communication systems required by paragraph (b)(1) of this section must have two-way voice communication capability.



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(c) Use of a single independent navigation system for operations under VFR over routes that cannot be navigated by pilotage, or operations conducted under IFR or over the top. Notwithstanding the requirements of paragraph (a)(2)(i) of this section, the airplane may be equipped with a single independent navigation system suitable for navigating the airplane along the route to be flown within the degree of accuracy required for ATC if:

All A350 Airbus aircraft are equipped with Long Range Navigation Systems as per Type Design which permit unrestricted operation: - 2 Flight Management System; - 3 Multipurpose Control & Display Unit - 3 Inertial Reference System - 2 Navigation Display

(1) It can be shown that the airplane is equipped with at least one other independent navigation system suitable, in the event of loss of the navigation capability of the single independent navigation system permitted by this paragraph at any point along the route, for proceeding safely to a suitable airport and completing an instrument approach; and (2) The airplane has sufficient fuel so that the flight may proceed safely to a suitable airport by use of the remaining navigation system, and complete an instrument approach and land.

(d) Use of VOR navigation equipment. If VOR navigation equipment is used to comply with paragraph (a) or (c) of this section, no person may operate an airplane unless it is equipped with at least one approved DME or suitable RNAV system.

Two DME’s are installed on A350

(e) Additional communication system equipment requirements for operators subject to Sec. 121.2. In addition to the requirements in paragraph (b) of this section, no person may operate an airplane having a passenger seat configuration of 10 to 30 seats, excluding each crewmember seat, and a maximum payload capacity of 7,500 pounds or less, under IFR, over the top, or in extended over-water operations unless it is equipped with at least--

A headset with boom microphone as well as a radio selector on each sidestick are installed for the Captain and the First Office. (1) Two microphones; and

(2) Two headsets, or one headset and one speaker.] (f) No person may operate an airplane under IFR unless it is equipped with the necessary radio equipment under normal operating conditions, to meet fully the functions specified in 121 347 (a) and to receive satisfactorily by anyone of the two independent systems radio navigational the signals from all primary navigation ATC stations in route and approach to be used. However, only one marker Beacom receiver is required providing visual and audible signals and one ILS receiver. The equipment provided for receiving signals in route can be used to receive signals approximation, since it is able to receive both signals.

It is the operator responsibility



AIRBUS

COMMUNICATION AND NAVIGATION EQUIPMENT FOR EXTENDED OVER-WATER OPERATIONS


[(a) Except as provided in paragraph (c) of this section, no person may conduct an extended over-water operation unless the airplane is equipped with the navigation systems requeried to meet RBAC 121.349, one independent system to meet RBAC 121.349, and at least two independent long-range communication systems when not using VOR or ADF equipments over portion of the route.

See 121.349. 1 HF transceiver/receiver are installed as part of the aircraft standard

(b) If ANAC finds that the equipment specified in paragraph (a) of this section are necessary for search and rescue operations over the terrain to be overflown, no certificate holder may conduct operations over uninhabited or remote areas without such equipment.


(c) Notwithstanding the requirements of paragraph (a) of this section, installation and use of a single LRNS and a single LRCS may be authorized by ANAC and approved in the certificate holder's operations specifications for operations and routes in certain geographic areas. The following are among the operational factors ANAC may consider in granting an authorization:

To get the approval with ANAC is the operator responsibility.

[ (1) The ability of the flightcrew to navigate the airplane along the route within the degree of accuracy required for ATC,] It is the operator responsibility

(2) The length of the route being flown, and the level of required navigation performance for the route (Required Navigation Performance - RNP), and

Required navigation performance – RNP accuracy criteria are met for: ‐ RNP-1 en route and in the terminal area. Aircraft provides a required accuracy of 1 nm. ‐ RNP-0.3 in approach. Aircraft provides a required accuracy of 0.3 nm. More information can be found in AFM section NORMAL PROCEDURES AND LIMITATION SECTION– AUTO FLIGHT-SYSTEM.

(3) The duration of the very high frequency communications gap.

(d) For purposes of this section, overflight of large bodies of water means the overflight of a point more than 370 km (200 nautical miles) from the nearest land.



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TERRAIN AWARENESS AND WARNING SYSTEM


(a) Airplanes manufactured after March 29, 2002. No person may operate a turbine-powered airplane unless that airplane is equipped with an approved terrain awareness and warning system that meets the requirements for Class A equipment in Technical Standard Order (TSO)-C151. The airplane must also include an approved terrain situational awareness display.

A GPWS is installed which generates aural and visual warnings if the aircraft adopts a potentially hazardous condition. The aircraft flight manual contains the procedures for use and the proper response that the crew shall have.

(c) Airplane Flight Manual. The Airplane Flight Manual shall contain appropriate procedures for-- (1) The use of the terrain awareness and warning system; and (2) Proper flight crew reaction in response to the terrain awareness and warning system audio and visual warnings.

DOPPLER SYSTEM


Sec. 121.355 Equipment for operations on which specialized means of navigation are used.

A dual X-band weather radar system incorporating a Doppler mode (turbulence detection) and predictive windshear detection is installed. To get the approval is the operator responsibility.

(a) No certificate holder may conduct an operation-- (1) outside Brazil using Doppler radar or inertial navigation system (INS), unless such systems have been approved in accordance with Appendix G of this Regulation, or (2) within the Brazilian territory using the provisions of the preceding paragraph or a navigation system specialist who is authorized for that particular operation. (b) Notwithstanding paragraph (a) of this section, Doppler Radar and Inertial Navigation Systems, and the training programs, maintenance programs, relevant operations manual material, and minimum equipment lists prepared in accordance therewith, approved before April 29, 1972, are not required to be approved in accordance with that paragraph.



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COLLISION AVOIDANCE SYSTEM


From January 1, 2005, any airplane operated under this regulation shall be equipped and operated in accordance with the following:

All the A350 aircraft are equipped with TCAS. This system provides a collision avoidance capability which operates independently of ground based Air Traffic Control. It provides advice to the pilots of potential conflicting aircraft. TCAS operates by triggering a coded response from transponders carried by other aircraft. Repeated interrogations establish relative position and trajectory and in so doing determine whether a responding aircraft constitutes a collision hazard. Alerts and/or commands are then generated to alert the crew of potential conflict which, if necessary, are followed by avoidance manoeuvres via the TCAS AP/FD function.

(a) turbine engines powered aircrafts with maximum takeoff weight greater than 33,000 lbs.

(1) An appropriate class of Mode S transponder that meets TSO C-112 or most current version, and one of the following approved units;

(i) TCAS II that meets TSO C-119b (version 7.0), or a later version.

(ii) TCAS II that meets TSO C-119a (version 6.04A Enhanced) that was installed on the aircraft before 1st May 2003. If that TCAS II version 6.04A Enhanced no longer can be repaired on the standards of TSO C-119a, it must be replaced with a TCAS II that meets TSO-119b (version 7.0) or later.

(iii) A collision avoidance system equivalent to TSO C-119b (version 7.0) or later, capable of coordinating with units that meet TSO C-119a (Enhanced version 6.04) or later.



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AIRBORNE WEATHER RADAR


(a) No person may operate any transport category airplane (except C-46 type airplanes) or a nontransport category airplane certificated after December 31, 1964, unless approved airborne weather radar equipment has been installed in the airplane.

The aircraft is equipped with an X-band weather radar system with Predictive Windshear System (PWS).

(c) Each person operating an airplane required to have approved airborne weather radar equipment installed shall, when using it under this part, operate it in accordance with the following:

Under the operators responsibility to comply (1) Dispatch. No person may dispatch an airplane (or begin the flight of an airplane in the case of a certificate holder, that does not use a dispatch system) under IFR or night VFR conditions when current weather reports indicate that thunderstorms, or other potentially hazardous weather conditions that can be detected with airborne weather radar, may reasonably be expected along the route to be flown, unless the airborne weather radar equipment is in satisfactory operating condition. (2) If the airborne weather radar becomes inoperative en route, the airplane must be operated in accordance with the approved instructions and procedures specified in the operations manual for such an event.




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LOW-ALTITUDE WINDSHEAR SYSTEM


(a) Airplanes manufactured after November 30, 1993. No person may operate a turbine-powered airplane manufactured after Novamber 30, 1993, unless it is equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems.

The aircraft is equipped with an X-band weather radar system with Predictive Windshear System (PWS). This equipment is capable to detect a microburst windshear event in the area defined by the antenna scanning on plus or minus 60 deg.

(b) Airplanes manufactured before December 01, 1993. Except as provided in paragraph (c) of this section, after November 30, 1993, no person may operate a turbine-powered airplane manufactured before December 01, 1993 unless it meets one of the following requirements as applicable. (1) The makes/models/series listed below must be equipped with either an approved airborne windshear warning and flight guidance system, an approved airborne detection and avoidance system, or an approved combination of these systems: (i) A-300-600; (ii) A-310--all series; (iii) A-320--all series; (iv) B-737-300, 400, and 500 series; (v) B-747-400; (vi) B-757--all series; (vii) B-767--all series; (viii) F-100--all series; (ix) MD-11--all series; and (x) MD-80 series equipped with an EFIS and Honeywell-970 digital flight guidance computer. (2) All other turbine-powered airplanes not listed above must be equipped with as a minimum requirement, an approved airborne windshear warning system. These airplanes may be equipped with an approved airborne windshear detection and avoidance system, or an approved combination of these systems.



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COCKPIT VOICE RECORDERS


(a) No certificate holder may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines unless an approved cockpit voice recorder is installed in that airplane and is operated continuously from the start of the use of the checklist (before starting engines for the purpose of flight), to completion of the final checklist at the termination of the flight.

Complied as per Type Certification (ref.: CS 25.1457 – COCKPIT VOICE RECORDERS) The Cockpit Voice Recorder (CVR) installed in A350 is capable to retain the data recorded during at least the preceding 2 hours.

(c) The cockpit voice recorder required by paragraph (a) of this section must meet the following application standards: (1) The requirements of RBAC 25 in effect on August 31, 1977. (2) After September 1, 1980, each recorder container must-- (i) Be either bright orange or bright yellow; (ii) Have reflective tape affixed to the external surface to facilitate its location under water; and (iii) Have an approved underwater locating device on or adjacent to the container which is secured in such a manner that they are not likely to be separated during crash impact, unless the cockpit voice recorder, and the flight recorder required by RBAC 121.343 or 121.344, are installed adjacent to each other in such a manner that they are not likely to be separated during crash impact.

The cockpit voice recorder installed in A350 is orange and has a reflective tape affixed to the external surface. An Underwater locator Beacon (ULB) is directly attached to the front panel.

(f) In complying with this section, an approved cockpit voice recorder having an erasure feature may be used, so that at any time during the operation of the recorder, information recorded more than 30 minutes earlier may be erased or otherwise obliterated.

It has erase and test functions which can be activated by the crew members

(g) For those aircraft equipped to record the uninterrupted audio signals received by a boom or a mask microphone, the flight crewmembers are required to use the boom microphone below 18,000 feet mean sea level. No person may operate a large turbine engine powered airplane or a large pressurized airplane with four reciprocating engines manufactured after October 11, 1991, or on which a cockpit voice recorder has been installed after October 11, 1991, unless it is equipped to record the uninterrupted audio signal received by a boom or mask microphone in accordance with Sec. 25.1457(c)(5) of RBAC 25.

There are 3 tracks to record, one for the Captain, one for the First Officer and the last one for a third Occupant communications. The 4th track is assigned to an area microphone installed in the cockpit. This microphone picks up the various noises made in the cockpit.



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(h) In the event of an accident or occurrence requiring immediate notification of CENIPA – (Aeronautical Accidents Investigation and Prevention Center), which results in the termination of the flight, the certificate holder shall keep the recorded information for at least 60 days or, if requested by ANAC or the Board, for a longer period. Information obtained from the record is used to assist in determining the cause of accidents or occurrences in connection with investigations. ANAC does not use the record in any civil penalty or certificate action.


(i) By April 7, 2012, all turbine engine-powered airplanes subject to this section that are manufactured before April 7, 2010, must have a cockpit voice recorder installed that also-- (1) Meets the requirements of Sec. 23.1457(d)(6) or Sec. 25.1457(d)(6) of this chapter, as applicable; (2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and (3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight. (4) If transport category, meets the requirements in Sec. 25.1457(a)(3), (a)(4), and (a)(5) of this chapter.

Item covered by type certification (ref.: CS 25.1457 – COCKPIT VOICE RECORDERS) The recorder runs automatically as follows: - on ground: after first engine start or during the first 5 minutes following the start of the electrical network and for 5 min after both engines have stopped and it records 120 minutes.

(j) All turbine engine-powered airplanes subject to this section that are manufactured on or after April 7, 2010, must have a cockpit voice recorder installed that also-- [ (1) Is installed in accordance with the requirements of Sec. 23.1457 (except for paragraph (a)(6) or Sec. 25.1457 (except for paragraph (a)(6)) of RBAC 25, as applicable;] (2) Retains at least the last 2 hours of recorded information using a recorder that meets the standards of TSO-C123a, or later revision; and (3) Is operated continuously from the use of the checklist before the flight to completion of the final checklist at the end of the flight. (k) All airplanes required by this part to have a cockpit voice recorder and a flight data recorder, that install datalink communication equipment on or after December 6, 2010, must record all datalink messages as required by the certification rule applicable to the airplane.]

Data Link Recorder installed through aircraft customisation.



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MAINTENANCE


(a) Each certificate holder that performs any of its maintenance (other than required inspections), preventive maintenance, or alterations, and each person with whom it arranges for the performance of that work must have an organization adequate to perform the work.


(b) Each certificate holder that performs any inspections required by its manual in accordance with Sec. 121.369(b)(2) or (3) (in this subpart referred to as required inspections) and each person with whom it arranges for the performance of that work must have an organization adequate to perform that work. (c) Each person performing required inspections in addition to other maintenance, preventive maintenance, or alterations, shall organize the performance of those functions so as to separate the required inspection functions from the other maintenance, preventive maintenance, and alteration functions. The separation shall be below the level of administrative control at which overall responsibility for the required inspection functions and other maintenance, preventive maintenance, and alteration functions are exercised.



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MAINTENANCE PROGRAM


Each certificate holder shall have an inspection program and a program covering other maintenance, preventive maintenance, and alterations that ensures that--

It is the operator responsibility however , at the time of delivery Airbus will provide to the customer a set of manuals in accordance with the specific aircraft customization, included the Maintenance Planning Document – MPD.

(a) Maintenance, preventive maintenance, and alterations performed by it, or by other persons, are performed in accordance with the certificate holder's manual; (b) Competent personnel and adequate facilities and equipment are provided for the proper performance of maintenance, preventive maintenance, and alterations; and (c) Each aircraft released to service is airworthy and has been properly maintained for operation under this part.



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MAINTENANCE MANUAL


(a) The certificate holder shall put in its manual a chart or description of the certificate holder's organization required by Sec. 121.365 and a list of persons with whom it has arranged for the performance of any of its required inspections, other maintenance, preventive maintenance, or alterations, including a general description of that work.

The AMM – Aircraft Maintenance Manual, contains information required to service, repair, replace, adjust, inspect and check equipment and systems on the aircraft. Information required for the maintenance of equipment off the A/C (shop maintenance) is contained in the Vendor or Manufacturer Component Maintenance Manuals (CMMV or CMMM). Where the AMM makes a cross-reference to a CMM, the cross-referenced information is related to off-aircraft maintenance and is not part of the Instructions for Continued Airworthiness that Airbus, as the Type Certificate Holder, is required to provide. However, in a very small number of cases, AMM tasks may refer to a CMM for on-aircraft maintenance. In these cases, the CMM is part of the Instructions for Continued Airworthiness (ICA). The AMM also contains information about inspections and maintenance of aircraft structure. However, repair of structure is contained in the Structural Repair Manual (SRM) which includes Nacelle Structural Repair Manual (NSRM). Information required for trouble shooting is contained in the Trouble Shooting Manual (TSM). The AMM contains the necessary data to cover scheduled maintenance procedures prescribed by the Maintenance Review Board Report (MRBR), respectively the Maintenance Planning Document (MPD) and the deactivation/reactivation procedures relative to Master Minimum Equipment List (MMEL) respectively to the Configuration Deviation List (CDL).

(b) The certificate holder's manual must contain the programs required by Sec. 121.367 that must be followed in performing maintenance, preventive maintenance, and alterations of that certificate holder's airplanes, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts thereof, and must include at least: (1) The method of performing routine and nonroutine maintenance (other than required inspections), preventive maintenance, and alterations. (2) A designation of the items of maintenance and alteration that must be inspected (required inspections), including at least those that could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, if not performed properly or if improper parts or materials are used. (3) The method of performing required inspections and a designation by occupational title of personnel authorized to perform each required inspection. (4) Procedures for the reinspection of work performed pursuant to previous required inspection findings (buy-back procedures). (5) Procedures, standards, and limits necessary for required inspections and acceptance or rejection of the items required to be inspected and for periodic inspection and calibration of precision tools, measuring devices, and test equipment. (6) Procedures to ensure that all required inspections are performed. (7) Instructions to prevent any person who performs any item of work from performing any required inspection of that work. (8) Instructions and procedures to prevent any decision of an inspector, regarding any required inspection from being countermanded by persons other than supervisory personnel of the inspection unit, or a person at that level of administrative control that has overall responsibility for the management of both the required inspection functions and the other maintenance, preventive maintenance,



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MAINTENANCE MANUAL


and alterations functions. (9) Procedures to ensure that required inspections, other maintenance, preventive maintenance, and alterations that are not completed as a result of shift changes or similar work interruptions are properly completed before the aircraft is released to servic (c) The certificate holder must set forth in its manual a suitable system (which may include a coded system) that provides for preservation and retrieval of information in a manner acceptable to ANAC and that provides--

Under the operators responsibility to comply (1) A description (or reference to data acceptable to ANAC) of the work performed; (2) The name of the person performing the work if the work is performed by a person outside the organization of the certificate holder; and (3) The name or other positive identification of the individual approving the work.

CONTINUING ANALYSIS AND SURVEILLANCE


(a) Each certificate holder shall establish and maintain a system for the continuing analysis and surveillance of the performance and effectiveness of its inspection program and the program covering other maintenance, preventive maintenance, and alterations and for the correction of any deficiency in those programs, regardless of whether those programs are carried out by the certificate holder or by another person. Under the operators responsibility to comply

(b) Whenever ANAC finds that either or both of the programs described in paragraph (a) of this section does not contain adequate procedures and standards to meet the requirements of this part, the certificate holder shall, after notification by ANAC, make any changes in those programs that are necessary to meet those



AIRBUS

CONTINUING ANALYSIS AND SURVEILLANCE


requirements. (c) The certificate holder may apply to the ANAC reconsideration of certain changes within 30 days after receiving the written notice. Except in cases of emergency requiring immediate action in the interest of safety in air transport, the request for reconsideration shall suspend the period of performance of the change until the final decision of the ANAC on the subject.

CONTINUOUS AIRWORTHINESS MAINTENANCE PROGRAM (CAMP) FOR TWO-ENGINE ETOPS


In order to conduct an ETOPS flight using a two-engine airplane, each certificate holder must develop and comply with the ETOPS continuous airworthiness maintenance program, as authorized in the certificate holder's operations specifications, for each airplane-engine combination used in ETOPS. The certificate holder must develop this ETOPS CAMP by supplementing the manufacturer's maintenance program or the CAMP currently approved for the certificate holder. This ETOPS CAMP must include the following elements:

The A350 Maintenance Document (MPD) on AirN@Vwhich provides a direct access to most of the repetitive maintenance tasks required by other documents like MRB Report, Airworthiness Limitation Section (ALS) Parts 2, 3, 4 (only Sub-Part 4–3) and 5, ETOPS CMP Document, AD, CN, mandatory SB’s or recommended through other sources like non mandatory SB’s, SIL’s.

(a) ETOPS maintenance document. The certificate holder must have an ETOPS maintenance document for use by each person involved in ETOPS. (1) The document must-- (i) List each ETOPS significant system, (ii) Refer to or include all of the ETOPS maintenance elements in this section, (iii) Refer to or include all supportive programs and procedures, (iv) Refer to or include all duties and responsibilities, and (v) Clearly state where referenced material is located in the certificate holder's document system. (b) ETOPS pre-departure service check. Except as provided in Appendix P of this part, the certificate holder must develop a predeparture check tailored to their

The Configuration, Maintenance, Procedure and Dispatch standards for Extended Diversion Time Operations – CMP. It presents airplane type



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CONTINUOUS AIRWORTHINESS MAINTENANCE PROGRAM (CAMP) FOR TWO-ENGINE ETOPS


specific operation. design configuration, maintenance tasks, crew procedures and dispatch limitations for extended range operations in accordance with applicable operational rules. The provisions in this document are complementary to those in the Aircraft Flight Manual . the certification maintenance requirements, the MRB document and the MMEL, which remain applicable.

(1) The certificate holder must complete a pre-departure service check immediately before each ETOPS flight. (2) At a minimum, this check must-- (i) Verify the condition of all ETOPS Significant Systems; (ii) Verify the overall status of the airplane by reviewing applicable maintenance records; and (iii) Include an interior and exterior inspection to include a determination of engine and APU oil levels and consumption rates. [(3) An appropriately trained maintenance person, who is ETOPS qualified, must accomplish and certify by signature ETOPS specific tasks. Before an ETOPS flight may commence, an ETOPS pre-departure service check (PDSC) Signatory Person, who has been authorized by the certificate holder, must certify by signature, that the ETOPS PDSC has been completed.]




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(c) Limitations on dual maintenance. (1) Except as specified in paragraph (c)(2), the certificate holder may not perform scheduled or unscheduled maintenance during the same maintenance visit on more than one ETOPS Significant System listed in the ETOPS maintenance document, if the improper maintenance could result in the failure of an ETOPS Significant System. (2) In the event an unforeseen circumstance prevents the certificate holder from complying with paragraph (c)(1) of this section, the certificate holder may perform maintenance on more than one ETOPS Significant System provided: (i) The maintenance action on each ETOPS Significant System is performed by a different technician, or (ii) The maintenance action on each ETOPS Significant System is performed by the same technician under the direct supervision of a second qualified individual; and (iii) For either paragraph (c)(2)(i) or (ii) of this section, a qualified individual conducts a ground verification test and any in-flight verification test required under the program developed pursuant to paragraph (d) of this section.


(d) Verification program. The certificate holder must develop and maintain a program for the resolution of discrepancies that will ensure the effectiveness of maintenance actions taken on ETOPS Significant Systems. The verification program must identify potential problems and verify satisfactory corrective action. The verification program must include ground verification and in-flight verification policy and procedures. The certificate holder must establish procedures to indicate clearly who is going to initiate the verification action and what action is necessary. The verification action may be performed on an ETOPS revenue flight provided the verification action is documented as satisfactorily completed upon reaching the ETOPS Entry Point. (e) Task identification. The certificate holder must identify all ETOPS-specific tasks. An appropriately trained mechanic who is ETOPS qualified must accomplish and certify by signature that the ETOPS-specific task has been completed.

All the tasks applicable for ETOPS operation are identified as “ETOPS” in the Maintenance Planning Document – MPD.

(f) Centralized maintenance control procedures. The certificate holder must develop and maintain procedures for centralized maintenance control for ETOPS.

Under the operators responsibility to comply (g) Parts control program. The certificate holder must develop an ETOPS parts control program to ensure the proper identification of parts used to maintain the configuration of airplanes used in ETOPS.



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(h) Reliability program. The certificate holder must have an ETOPS reliability program. This program must be the certificate holder's existing reliability program or its Continuing Analysis and Surveillance System (CASS) supplemented for ETOPS. This program must be event-oriented and include procedures to report the events listed below, as follows:


(1) The certificate holder must report the following events within 96 hours of the occurrence to its certificate holding district office (CHDO): (i) IFSDs (“in flight shutdown”), except planned IFSDs performed for flight training. (ii) Diversions and turnbacks for failures, malfunctions, or defects associated with any airplane or engine system. (iii) Uncommanded power or thrust changes or surges. (iv) Inability to control the engine or obtain desired power or thrust. (v) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight. (vi) Failures, malfunctions or defects associated with ETOPS Significant Systems. (vii) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight. (2) The certificate holder must investigate the cause of each event listed in paragraph (h)(1) of this section and submit findings and a description of corrective action to its CHDO. The report must include the information specified in Sec. 121.703(e). The corrective action must be acceptable to its CHDO. (i) Propulsion system monitoring. (1) If the IFSD rate (computed on a 12-month rolling average) for an engine installed as part of an airplane-engine combination exceeds the following values, the certificate holder must do a comprehensive review of its operations to identify any common cause effects and systemic errors. The IFSD rate must be computed using all engines of that type in the certificate holder's entire fleet of airplanes approved for ETOPS. (i) A rate of 0.05 per 1,000 engine hours for ETOPS up to and including 120 minutes. (ii) A rate of 0.03 per 1,000 engine hours for ETOPS beyond 120-minutes up to and including 207 minutes in the North Pacific Area of Operation and up to and including 180 minutes elsewhere. (iii) A rate of 0.02 per 1,000 engine hours for ETOPS beyond 207 minutes in the North Pacific Area of Operation and beyond 180 minutes elsewhere. (2) Within 30 days of exceeding the rates above, the certificate holder must submit a report of investigation and any necessary corrective action taken to its CHDO.

Complied with as part of Airbus ETOPS certification and ongoing ETOPS monitoring , and qualification by EASA.



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j) Engine condition monitoring. (1) The certificate holder must have an engine condition monitoring program to detect deterioration at an early stage and to allow for corrective action before safe operation is affected. ETOPS CMP is provided to each operator at the time of the aircraft

delivery. It is the operator responsibility to demonstrate compliance for the operational approval of ETOPS operations.

(2) This program must describe the parameters to be monitored, the method of data collection, the method of analyzing data, and the process for taking corrective action. (3) The program must ensure that engine-limit margins are maintained so that a prolonged engine-inoperative diversion may be conducted at approved power levels and in all expected environmental conditions without exceeding approved engine limits. This includes approved limits for items such as rotor speeds and exhaust gas temperatures. (k) Oil-consumption monitoring. The certificate holder must have an engine oil consumption monitoring program to ensure that there is enough oil to complete each ETOPS flight. APU oil consumption must be included if an APU is required for ETOPS. The operator's oil consumption limit may not exceed the manufacturer's recommendation. Monitoring must be continuous and include oil added at each ETOPS departure point. The program must compare the amount of oil added at each ETOPS departure point with the running average consumption to identify sudden increases.

As above

(l) APU in-flight start program. If the airplane type certificate requires an APU but does not require the APU to run during the ETOPS portion of the flight, the certificate holder must develop and maintain a program acceptable to ANAC for cold soak in-flight start-and-run reliability.

As above

(m) Maintenance training. For each airplane-engine combination, the certificate holder must develop a maintenance training program that provides training adequate to support ETOPS. It must include ETOPS specific training for all persons involved in ETOPS maintenance that focuses on the special nature of ETOPS. This training must be in addition to the operator's maintenance training program used to qualify individuals to perform work on specific airplanes and engines.

As above (n) Configuration, maintenance, and procedures (CMP) document. If an airplane-engine combination has a CMP document, the certificate holder must use a system that ensures compliance with the applicable ANAC-approved document. (o) Procedural changes. Each substantial change to the maintenance or training procedures that were used to qualify the certificate holder for ETOPS, must be submitted to ANAC for review. The certificate holder cannot implement a change



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until ANAC notifies the certificate holder that the review is complete.

MAINTENANCE AND PREVENTIVE MAINTENANCE TRAINING PROGRAM


Each certificate holder or person performing maintenance or preventive maintenance functions for it shall have a training program to ensure that each person (including inspection personnel) who determines the adequacy of work done is fully informed about procedures and techniques and new equipment in use and is competent to perform his duties.


OXYGEN FOR MEDICAL USE BY PASSENGERS


This item is exclusively applicable to the operator in case of carry oxygen for medical use by passengers.

RETENTION OF ITEMS OF MASS IN PASSENGER AND CREW COMPARTMENTS


The certificate holder must provide and use means to prevent each item of galley equipment and each serving cart, when not in use, and each item of crew baggage, which is carried in a passenger or crew compartment from becoming a hazard by shifting under the appropriate load factors corresponding to the emergency landing conditions under which the airplane was type certificated.

Instructions covering the requested in this paragraph can be found in the Cabin Crew Operations Manual – CCOM: Cabin Interior – Stowage Compartments



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OZONE CONVERTER


(b) Except as provided in paragraphs (d) and (e) of this section, no certificate holder may operate an airplane above the following flight levels unless it is successfully demonstrated to ANAC that the concentration of ozone inside the cabin will not exceed--

Ozone Catalytic Converter required in accordance with type design. (1) For flight above flight level 320, 0.25 parts per million by volume, sea level equivalent, at any time above that flight level; and (2) For flight above flight level 270, 0.1 parts per million by volume, sea level equivalent, time-weighted average for each flight segment that exceeds 4 hours and includes flight above that flight level. (For this purpose, the amount of ozone below flight level 180 is considered to be zero.) (c) Compliance with this section must be shown by analysis or tests, based on either airplane operational procedures and performance limitations or the certificate holder's operations. The analysis or tests must show either of the following:

Operators responsibility.

(1) Atmospheric ozone statistics indicate, with a statistical confidence of at least 84%, that at the altitudes and locations at which the airplane will be operated cabin ozone concentrations will not exceed the limits prescribed by paragraph (b) of this section. (2) The airplane ventilation system including any ozone control equipment, will maintain cabin ozone concentrations at or below the limits prescribed by paragraph (b) of this section. (d) A certificate holder may obtain an authorization to deviate from the requirements of paragraph (b) of this section, by an amendment to its operations specifications, if-- (1) It shows that due to circumstances beyond its control or to unreasonable economic burden it cannot comply for a specified period of time; and (2) It has submitted a plan acceptable to ANAC to effect compliance to the extent possible. (e) A certificate holder need not comply with the requirements of paragraph (b) of this section for an aircraft-- (1) When the only persons carried are flight crewmembers and persons listed in Sec. 121.583;



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OZONE CONVERTER


(2) If the aircraft is scheduled for retirement before January 1, 1985; or (3) If the aircraft is scheduled for re-engining under the provisions of Subpart E of Part 91, until it is re-engined.

OBSERVER'S SEAT: EN ROUTE INSPECTIONS


(a) Except as provided in paragraph (c) of this section, each certificate holder shall make available a seat on the flight deck of each airplane, used by it in air commerce, for occupancy by ANAC while conducting en route inspections. The location and equipment of the seat, with respect to its suitability for use in conducting en route inspections, is determined by ANAC.

In the cockpit there are adjustable seats for the two pilots, a rotating seat for the third occupant and a folding seat for the fourth occupant. Each seat has a shoulder harness .

(b) In each airplane that has more than one observer's seat, in addition to the seats required for the crew complement for which the airplane was certificated, the forward observer's seat or the observer's seat selected by ANAC must be made available when complying with paragraph (a) of this section. [(c) For any airplane type certificated before December 20, 1995, for not more than 30 passengers that does not have an observer seat on the flightdeck, the certificate holder must provide a forward passenger seat with headset or speaker for occupancy by the ANAC while conducting en route inspections.]

CLOSING AND LOCKING OF FLIGHT CREW COMPARTMENT DOOR


(a) Except as provided in paragraph (b) of this section, a pilot in command of an airplane that has a lockable flightcrew compartment door in accordance with Sec. 121.313 and that is carrying passengers shall ensure that the door separating the flightcrew compartment from the passenger compartment is closed and locked at all

The cockpit door has a Cockpit Door Lock System (CDLS) to control its electrical release and to prevent an unwanted access into the cockpit .



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CLOSING AND LOCKING OF FLIGHT CREW COMPARTMENT DOOR


times when the aircraft is being operated. (b) The provisions of paragraph (a) of this section do not apply when it is necessary to allow the entry and exit of authorized persons as 121.547, provided the certificate holder complies with the procedures approved by ANAC regarding the opening, closing and locking the door the cockpit.

CARRY-ON BAGGAGE


(a) No certificate holder may allow the boarding of carry-on baggage on an airplane unless each passenger's baggage has been scanned to control the size and amount carried on board in accordance with an approved carry-on baggage program in its operations specifications. In addition, no passenger may board an airplane if his/her carry-on baggage exceeds the baggage allowance prescribed in the carry-on baggage program in the certificate holder's operations specifications. Under the operators responsibility to comply

(b) No certificate holder may allow all passenger entry doors of an airplane to be closed in preparation for taxi or pushback unless at least one required crewmember has verified that each article of baggage is stowed in accordance with this section and Sec. 121.285 (c) and (d). (c) No certificate holder may allow an airplane to take off or land unless each article of baggage is stowed:

All the overhead racks (bins) have placards with the maximum weight and provide proper restraint for all baggage.

(1) In a suitable closet or baggage or cargo stowage compartment placarded for its maximum weight and providing proper restraint for all baggage or cargo stowed within, and in a manner that does not hinder the possible use of any emergency equipment; or (2) As provided in Sec. 121.285 (c) and (d); or See paragraph 121.285(c) for more information. (3) Under a passenger seat. Under the operators responsibility to comply (d) Baggage, other than articles of loose clothing, may not be placed in an overhead All the overhead racks (bins) have doors.



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rack unless that rack is equipped with approved restraining devices or doors. (e) Each passenger must comply with instructions given by crewmembers regarding compliance with paragraphs (a), (b), (c), (d), and (g) of this section. Cabin crew should ensure passenger compliance with this requirement.

(f) Each passenger seat under which baggage is allowed to be stowed shall be fitted with a means to prevent articles of baggage stowed under it from sliding forward. In addition, each aisle seat shall be fitted with a means to prevent articles of baggage stowed under it from sliding sideward into the aisle under crash impacts severe enough to induce the ultimate inertia forces specified in the emergency landing condition regulations under which the airplane was type certificated.

All the seats which allow baggage stowage under it has a baggage restraint bar which at prevents baggage to sliding forward and sideward.

(g) In addition to the methods of stowage in paragraph (c) of this section, flexible travel canes carried by blind individuals may be stowed--

It is the operator responsibility

(1) Under any series of connected passenger seats in the same row, if the cane does not protrude into an aisle and if the cane is flat on the floor; or (2) Between a nonemergency exit window seat and the fuselage, if the cane is flat on the floor; or (3) Beneath any two nonemergency exit window seats, if the cane is flat on the floor; or (4) In accordance with any other method approved by ANAC.

Documents

OPERATIONAL EVALUATION REPORT AIRBUS