Requirements for State aircraft

EUROCONTROL has prepared a short summary offering an overview of a significant series of avionics requirements and their applicability to State aircraft.

Although this overview is mainly for information purposes only, it captures useful information that may increase awareness on how military aircraft are impacted by the introduction of specific capabilities.

The table below provides you an overview of the requirements for civil aircraft which you can also download from this printer friendly version Civil and military aircraft requirements.

Disclaimer

Please read this important Avionics requirements disclaimer before making use of any of the content in this section.

November 2012 updates are bold in the tables below.

Communications

 

Capability

Civil Requirements

Mandate Status

State Aircraft equivalent equipage

25 kHz VHF Voice

2 sets of VHF Transceivers with 25kHz channel spacing

Mandated for non-8.33kHz area, e.g. below FL 245

 

8.33 kHz VHF Voice

2 Sets of VHF
Transceivers with 8,33 KHZ channel spacing

Mandatory carriage above FL195 from 15 March 2007. 

Carriage applicable also below FL195 from 17 November 2012. 

It applies to all State aircraft with transition arrangements for technical and procurement constraints including handling on VHF 25 kHz or UHF by ANSPs

2 sets of 8.33 kHz VHF radios are mandated by JAR-OPS, JAA TGL7 for civil aircraft. It remains to be defined a similar backup policy for State aircraft when equipped with one 8.33 kHz VHF radio and UHF. EC regulation 1079/2012 (Article 9) contains arrangements for State aircraft

Above FL 195 non-transport type State aircraft when justified by procurement constraints are to equip by 31 December 2015 at the latest

All State aircraft entering into service (or suffering major mid life upgrades) after 01 January 2014 to be equipped (Forward Fit)

Retrofit all State aircraft by 31 December 2018

Transition Arrangements are possible due to technical, budgetary or procurement constraints with communication to the Commission by 30 June 2018 and equipage by 31 December 2020 at the latest

Exempted: All State aircraft that go out of service by 31 December 2025

ATS providers are to accommodate non-equipped State Aircraft on UHF or VHF 25 kHz, provided safety ensured. Publication in national aeronautical information publication (AIP) of applicable procedures is also required.

VHF FM Immunity

ILS and VOR receivers to be protected against interference from VHF broadcast. FM immune VHF equipment is to be used

Mandated for en-route and airports as specified in national AIPs

Exemptions for State a/c may still be negotiated on a bilateral basis. See national AIPs.

Controller-Pilot Data Link Communications (CPDLC)
ATN/VDL Mode 2
 

CPDLC application over ATN/VDL Mode 2 (or other communication protocols).

EC regulation 29/2009 requires implementation by ATS providers of data link services for above

FL 285 In Core Europe (LINK Region): February 2013;

Rest of EU: February 2015.

The EC regulation 29/2009 includes provisions on State aircraft. Member States which decide to equip new transport type State aircraft entering into service from 01 January 2014 with data link capability relying upon standards which are not specific to military operational requirements, shall ensure that those aircraft have the capability to operate the data link services defined in the Regulation (with ATN/VDL Mode 2 data link or other communications protocol).

Technical guidance: EASA Special Condition on ATN B1 Data Link installation.

Related Links

Navigation

Capability

Civil Requirements

Mandate Status

State Aircraft equivalent equipage

ILS

ILS Nav receiver

 

Available as part of Multi-Mode Receiver (MMR)

MLS

MLS receiver

(EU OPS 1.865)

 

Available as part of Multi-Mode Receiver (MMR)

B-RNAV

RNAV systems capable of + - 5 NM accuracy

See EASA AMC 20–5 and FAA 90-96)

Mandatory all

en - route airspace.

For ECAC airspace the primary sources of navigation information are VOR/DME, DME/DME and GPS. The availability and continuity of VOR and DME coverage have been calculated for most of Europe and they are considered to be capable of meeting the requirements of the en-route phase of operations.

 

State aircraft are exempted from the B-RNAV mandatory requirement. Within TMAs, non B-RNAV State aircraft should be routed via non-RNAV-based SIDs and STARs. For en route, State aircraft should be routed via VOR/DME-defined ATS routes or via conventional navigation aids. See national AIPs.

 

P-RNAV

RNAV systems capable of + - 1 NM accuracy

(See EASA AMC 20–5, FAA 90-96 and JAA TGL10 -Revision 1

 

OPS approval required to fly P-RNAV)

 

Currently being introduced (whilst no ECAC-wide mandate for the carriage of P-RNAV is foreseen, some States may require P-RNAV certification for IFR operations in notified terminal airspace).

 

For certain TMAs for aircraft that are not approved for P-RNAV operations conventional procedures may continue to be available as stated in national AIPs

 

RVSM

ICAO
Min. Aircraft System Performance Standard (MASPS)

The RVSM MASPS include:
(1) Two independent, cross-coupled altitude measurement systems;

(2) One automatic altitude control system (±65');

(3) One altitude alert system (±300'/±50');

(4) One SSR altitude reporting transponder (5) RVSM compliant avionics configuration.

(See JAA TGL 6 Revision1 and
EU OPS 1 Subpart L (1.872))

 

Mandated
From FL 290 to FL410

State aircraft benefit from RVSM exemption.
Military aircraft operating as GAT which are non MASPS RVSM compliant are allowed in RVSM airspace but are subject to 2000ft vertical separation from all other aircraft.

However, States are requested to adapt their State aircraft for RVSM approval, to the extent possible, and especially those aircraft used for General Air Traffic (GAT).

There is no exemption for State aircraft to operate as GAT within RVSM airspace with a 1000 ft vertical separation minimum without an RVSM approval. The absence of such approval does not mean that State aircraft cannot access RVSM-designated airspace, but it does require a separation of 2000 ft to be observed and a separate flight plan to be filed.

On 31st October 2012 the Military ATM Board endorsed the EUROCONTROL Guidance Material for the Certification and Operation of State Aircraft in European RVSM Airspace.

See additional details at:

www.eurocontrol.int/eurrma

and

/articles/civil-military-navigation-interoperability

RNP APCH (to LNAV)

Deployment status and plan available on the PBN Approach map.

(See AMC 20-27.)

   
APV/Baro VNAV (RNP APCH to LNAV/VNAV) Deployment status and plan available on the PBN Approach map.

(See AMC 20-27. See also FAA documents AC20-138, AC20-130A, AC20-129)
 

APV is to be introduced as a replacement for NPA and therefore a means to reduce CFIT incidents by providing aircraft a stabilised approach.

Specific applicability to State aircraft not defined. May be considered in the context of PBN.
SBAS APV (RNP APCH to LPV)

Deployment status and plan available on the PBN Approach map.

Requirements for SBAS receivers is contained in ICAO annex 10 Volume 1 Also see specification
RTCA DO 229C and FAA TSO C145/146A.

 

SBAS supports RNAV Approach operations to LPV minima.

Specific applicability to State aircraft not defined. May be considered in the context of PBN.
RNP AR APCH

Under consideration at selected airport.

Deployment status and plan available on the PBN Approach map.

(See AMC 20-26)
  Specific applicability to State aircraft not defined. May be considered in the context of PBN.
GBAS/GLS

GBAS equipment is contained in aircraft multi mode receiver (MMR). GBAS performance specification is contained in RTCA DO 253c LAAS receiver MOPS.

In operation at selected airports (Cat I operations). Cat II/III operations in validation.

Deployment status and plans available at www.flygls.net.

 

GBAS SARPS for Cat I became applicable in Nov 2001 (refer to ICAO SARPS annex 10 volume 1).

GBAS SARPS for Cat II/III published as baseline development standards.

Specific applicability to State aircraft not defined. May be considered in the context of PBN taking due account of available MMR capability.

 

4D RNAV Under consideration  

Long term objective

Specific applicability to State aircraft not defined. May be considered in the context of PBN.

Related Links:

Surveillance

Capability

Civil Requirements

Mandate Status

State Aircraft equivalent equipage

SSR Mode A+C

Mode A/C airborne transponder

Mandated for IFR/GAT, and for VFR/OAT in 'designated airspace'

However, note Mode S

requirement below

 

SSR Mode S Elementary Surveillance (ELS)

ICAO Annex 10

SARPS Amendment 77 or later

 

“Basic Functionality” required:

  • Automatic reporting of Aircraft Identity
  • Transponder capability report
  • Altitude reporting in 25 ft intervals
  • Flight status
  • SI Code capability

 

Commission Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for Mode S ELS in State aircraft..

The Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance (CS-ACNS) document that is published by EASA and which is available here provides the avionics certification documentation in line with EU No 1207/2011.


For State aircraft that can’t be equipped in due time the IR describes transitional arrangements and mandates ANSPs to accommodate Non–equipped state aircraft within the safety limits of their system. These limits have to be justified annually to their Member State.

(IR) (EU) No 1207/2011 specifies overall airborne equipage deadlines, however, the requirement within each State's jurisdiction can vary. Therefore refer to National AICs and AIPs.

 

Mode S ELS is already in operational use within MUAC airspace, and the designated airspace of a number of States including DE, NL, and FR., CH, AT, IT, CZ, HU, and RO  In some States the requirement is also applicable for flights conducted as VFR.

 

ELS operations will extend to all of the airspace defined in Article 1(3) of Regulation (EC) No 551/2004 of the European Parliament and of the Council, by not later than 02 January 2020.  

Non-compliant State aircraft:

All State aircraft not yet compliant with Mode S ELS requirements need a dispensation for flights in ELS and EHS notified airspace.

 

For more details: consult (IR) (EU) No 1207/2011 and

www.eurocontrol.int/mil

 

SSR Mode S Enhanced Surveillance (EHS)

ICAO Annex 10

SARPS Amendment 77 or later

 

 

“Basic Functionality”

+ 8  Downlinked Aircraft Parameters (DAPs)

Commission Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for Mode S EHS in transport type State aircraft.

The Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance (CS-ACNS) document that is published by EASA and which is available here provides the avionics certification documentation in line with EU No 1207/2011.


For State aircraft that can’t be equipped in due time the IR describes transitional arrangements and mandates ANSPs to accommodate Non–equipped state aircraft within the safety limits of their system. These limits have to be justified annually to their Member State

EHS is currently mandated currently in designated airspace of DE, FR and GB

Also mandated above FL 245 in the airspace of BE and the NL (within airspace delegated to MUAC).

EHS equipment is only required for "transport type" State aircraft.

"Transport type" State aircraft are liable for EHS equipage when flying IFR/GAT in EHS designated airspace, all DAPs are available, MTOM is 5700 kg or more and maximum cruising true airspeed is in excess of 250 kts.

Non-compliant State aircraft:

Transport-type State aircraft assessed to be EHS capable but not yet compliant with EHS requirements need a dispensation for flights in EHS notified airspace.

Transport-type State aircraft assessed to be non-EHS capable do NOT need a dispensation for flights in EHS notified airspace. They must as a minimum however, be compliant with Mode S ELS requirements.

For more details: consult (IR) (EU) No 1207/2011 and

www.eurocontrol.int/mil

ADS-B

ADS-B Out Transmit System:

EASA ETSO / C166b

EUROCAE ED-102A / RTCA DO-260B

ICAO Annex 10
Doc. 9871 Ed.2

ADS-B Out Horizontal Position Source:

 

EASA ETSO / C129a (plus specific CS-ACNS qualifications).

Commission Implementing Rule (IR) (EU) No 1207/2011 (laying down requirements for the performance and the interoperability of surveillance for the single European sky) specifies the airborne equipage requirements for “ADS-B Out”. in transport type State aircraft

For more details: consult (IR) (EU) No 1207/2011 and

www.eurocontrol.int/mil

The Certification Specifications and Acceptable Means of Compliance for Airborne Communications, Navigation and Surveillance (CS-ACNS) document that is published by EASA and which is available here provides the avionics certification documentation in line with EU No 1207/2011.

EASA AMC 20-24 remains applicable for initial implementations of “ADS-B Out” in a non-radar environment.

Related Links:

Safety Assurance

Capability

Civil Requirements

Mandate Status

State Aircraft equivalent equipage

ACAS II

(TCAS v 7.0 or above)

European Union Airspace:

TCAS II version 7.1:

 

- all (civil) aircraft with a maximum certified take-off mass exceeding 5,700 kg or authorised to carry more 19 passengers from 1 March 2012;

 

- with the exception of aircraft with an individual certificate of airworthiness issued before 1 March 2012 that must be equipped as of 1 December 2015;

 

- Aircraft not referred above but which will be equipped on a voluntary basis with ACAS II, must be equipped with version 7.1.

 

ECAC (outside EU airspace): All civil fixed-wing turbine-engined aircraft with a maximum take-off mass over 5,700 kg, or capable of carrying more than 19 passengers, must be equipped with TCAS II version 7.0.

Mandated for EUR Region (including FIR Canarias) by ICAO

European Commission Implementing Rule 1332/2011 in EU airspace

ACAS mandate applies only to civil aircraft. Military authorities voluntarily committed to equip transport-type aircraft. In Germany, carriage and operation of ACAS II (i.e. version 7.0 or 7.1) by military transport aircraft is mandatory, see AIC IFR 13 20 MAR 03.

 

Regulation 1332/2011 of 16/12/2011 mandated TCAS version 7.1 making reference to EASA Basic Regulation (216/2008) in respect to its applicability where military aircraft are excluded.

 

The adoption of TCAS version 7.1 for transport type State aircraft may not seen as mandatory, in regulatory terms, but it is strongly encouraged for safety reasons.

 

For more details consult:

ACAS Policy

ACAS II

Enhanced Ground Proximity Warning System (EGPWS) / Terrain Awareness Warning system (TAWS)

Applicable to aircraft with: (1) MCTM>5700kg or a more than 30seats and a C of A issued after 1/1/2001; (2) same MTCM and if 9 seats or more and C of A issued after 1/1/2004; (3) same MCTM and 9 seats or more and already equipped with GPWS - no TAWS required

Mandated from JAN 2003
Note: If MCTM>15000kg or passengers >30 the date is 01JAN 2005 and if MCTM>5700kg or passengers > 9 the date is 01JAN 2007

Applicability to State a/c not defined. This is not an ATM/CNS Requirement as stated in ICAO Annex 6 Part 1. Paras 6.15.5 to 6.15.7


Related Links:

Sources of statements on State a/c applicability:

  1. ICAO SUPPS – Doc 7030/4 EUR/RAC-7
  2. Link 2000+ Draft Mandate and Initial Draft Rule for the Provision and Use of Data Link Services
  3. Navigation Strategy for ECAC, Edition 2.1, 15Mar1999 (para 5.7) and ICAO Doc 7030/4