Annex to ED Decision 2022/018/R

Certification Specifications for

European Technical Standard Orders
(CS-ETSO)

Amendment 17

31 August 20221

1 For the date of entry into force of this Amendment, please refer to Decision 2022/018/R at the Official Publication of EASA.
 CS-ETSO — Amendment 17 Table of contents

TABLE OF CONTENTS
Table of contents ........................................................................... 2
Preamble ....................................................................................... 4
SUBPART A – GENERAL................................................................... 5
SUBPART B – LIST OF ETSOs .......................................................... 10
INDEX 1 European Technical Standard Orders .......................................... 17
ETSO-C55a A1 .............................................................................................................. 17
Fuel and Oil Quantity Instruments ...................................................................................... 17
Appendix 1 to ETSO-C55a A1 — Fuel and Oil Quantity Instruments .................................. 19
ETSO-C63f.................................................................................................................... 23
Airborne Weather Radar Equipment .................................................................................. 23
ETSO-C96c ................................................................................................................... 26
Anticollision Light Systems.................................................................................................. 26
Appendix 1 to ETSO-C96c — Anticollision Light Systems ................................................... 28
ETSO-C106a ................................................................................................................. 29
Air Data Computer .............................................................................................................. 29
ETSO-C119e ................................................................................................................. 30
Airborne Collision Avoidance System II (ACAS II) Version 7.1 with Hybrid Surveillance ..... 30
Appendix 1 to ETSO-C119e – Traffic Alert and Collision Avoidance System II (TCAS II) Version
7.1 Amendment to the EUROCAE ED-143 Change 2 Requirements ................................... 32
Appendix 2 to ETSO-C119e – Traffic Alert and Collision Avoidance System II (TCAS II) Version
7.1 Hybrid Surveillance Amendment to the EUROCAE ED-221A Requirements ................. 33
ETSO-C127c ................................................................................................................. 34
Rotorcraft, Transport Aeroplane, and Small Aeroplane Seating Systems .......................... 34
Appendix 1 to ETSO-C127c – MPS For Rotorcraft, Transport Aeroplane, and Small Aeroplane
Seating Systems .................................................................................................................. 38
Appendix 2 to ETSO-C127c – Elective MPS For Rotorcraft, Transport Aeroplane, and Small
Aeroplane Seating Systems ................................................................................................. 62
ETSO-C137a ................................................................................................................. 63
Aircraft Portable Megaphones............................................................................................ 63
Appendix 1 to ETSO-C137a — MPS for Aircraft Portable Megaphones ............................. 65
ETSO-C139a A1 ............................................................................................................ 66
Audio Systems and Equipment ........................................................................................... 66
Appendix 1 to ETSO-C139a A1 — Correction to RTCA DO-214A, ‘Audio Systems
Characteristics and Minimum Performance Standards for Aircraft Audio Systems and
Equipment’.......................................................................................................................... 67
ETSO-C157c ................................................................................................................. 68
Flight Information Services-Broadcast (FIS-B) Equipment .................................................. 68

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 CS-ETSO — Amendment 17 Table of contents

ETSO-C161b ................................................................................................................. 72
Ground-Based Augmentation System Positioning and Navigation Equipment .................. 72
ETSO-C162b ................................................................................................................. 74
Ground-Based Augmentation System Very High Frequency Data Broadcast Equipment .. 74
ETSO-C178a ................................................................................................................. 76
Aircraft Circuit Breakers ...................................................................................................... 76

INDEX 2 European Technical Standard Orders .......................................... 78

ETSO-2C168a ............................................................................................................... 78
Aviation Visual Distress Signals ........................................................................................... 78
ETSO-2C208 ................................................................................................................. 80
Electrical Hoist Equipment .................................................................................................. 80
Appendix 1 to ETSO-2C208 — Electrical Hoist Equipment ................................................. 83
ETSO-2C520 ................................................................................................................. 98
406-MHz Satellite Personal Locator Beacon ....................................................................... 98
ETSO-2C521 ............................................................................................................... 100
Electronic Flight Bag (EFB) Software Applications ............................................................ 100
ETSO-2C522 ............................................................................................................... 102
Helicopter Terrain Awareness and Warning System (HTAWS) Advanced Features ......... 102

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 CS-ETSO — Amendment 17 Preamble

PREAMBLE
ED Decision 2022/018/R

Amendment 17
The following is a list of paragraphs affected by this amendment:
Subpart A — Paragraphs 1.1, 1.2, 2.2, 2.3, 2.4, and Amended
3.2
INDEX 1
ETSO-C55a A1 Amended
ETSO-C63f Amended
ETSO-C96c Amended
ETSO-C106a Amended
ETSO-C119e Amended
ETSO-C127c Amended
ETSO-C137a Newly introduced
ETSO-C139a A1 Amended
ETSO-C157c Amended
ETSO-C161b Amended
ETSO-C162b Amended
ETSO-C178a Amended
INDEX 2
ETSO-2C168a Amended
ETSO-2C208 Newly introduced
ETSO-2C520 Newly introduced
ETSO-2C521 Newly introduced
ETSO-2C522 Newly introduced

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 CS-ETSO — Amendment 17 SUBPART A – GENERAL

SUBPART A – GENERAL
ED Decision 2022/018/R

1. APPLICABILITY
1.1 The requirements for the issue of European Technical Standard Order (ETSO)
authorisations are found in Part 21, Section A, Subpart O.
1.2 The marking requirements for the issue of European Technical Standard Order (ETSO)
authorisations are found in Part 21, Section A, Subpart Q.
2. STANDARDS TO MEET TECHNICAL CONDITIONS
2.1 Environmental standards
Unless otherwise stated in paragraph 3.1.2 of the specific ETSO, the applicable
environmental standards are contained in EUROCAE/RTCA Document ED-14D, Change
3/DO 160D ‘Environmental Conditions and Test Procedures for Airborne Equipment’,
Change 3, dated December 2002, ED 14E/DO-160E dated March 2005, ED-14F/DO-160F
dated March 2008, ED 14G/DO-160G dated December 2010, or ED-14G Change 1/DO-
160G Change 1 dated January 2015.
Compliance shall be demonstrated entirely with one of the above versions of the
applicable environmental standards.
2.2 Software
If the ETSO article includes software, the software shall be developed with development
assurance. The accepted means of compliance for the development assurance of
airborne software is contained in the revision of AMC 20-115, entitled ‘Airborne Software
Development Assurance using EUROCAE ED-12 and RTCA Document DO-178’, which is
current at the time of the application, or in any later revision. The use of any other means
of compliance shall be subject to a deviation request.
The software level, also known as the ‘item development assurance level (IDAL)’, shall be
determined according to the failure conditions to which it contributes; see Section 2.4 for
guidance. The applicant must declare the software level(s) to which the software has
been developed and verified.
2.3 Airborne electronic hardware (AEH)
If the ETSO article includes airborne electronic hardware, the airborne electronic
hardware shall be developed with development assurance. The accepted means of
compliance for the development of airborne electronic hardware is contained in the
revision of AMC 20 1521, entitled ‘Development Assurance for Airborne Electronic
Hardware’ that is current at the time of the application, or in any later revision. The use
of any other means of compliance shall be subject to a deviation request.
The hardware development assurance level (DAL), also known as the ‘item development
assurance level (IDAL)’, shall be determined according to the failure conditions to which
it contributes; see Section 2.4 for guidance. The applicant must declare the hardware
DAL(s) to which the item has been developed and verified.

1 Refer to ED Decision 2020/010/R (https://www.easa.europa.eu/document-library/agency-decisions).

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 CS-ETSO — Amendment 17 SUBPART A – GENERAL

2.4 Failure conditions classification and development assurance

During the development of an ETSO article, consideration should be given to failure
conditions, and the ETSO article should then be developed in accordance with the
possible effects of those failure conditions at the system and aircraft levels (for further
guidance see AMC material to related aircraft level requirements in the applicable
certification specification (CS), for instance, AMC 25.1309 or AMC 23.2500/2510).
If the effects at the system or aircraft level are not known, due to the non-availability of
aircraft or system design data, the applicant should make and declare an assumption for
the failure classification. The assumed failure classification should be at least as high as
the minimum hazard classification level required in the ETSO.
The classification of failure conditions at the level of the ETSO article may change as a
result of particular aircraft installation architectures and characteristics.
Depending on the intended aircraft installation, EUROCAE/SAE Document
ED-79A/ARP4754A, ‘Guidelines for Development of Civil Aircraft and Systems’, dated
December 2010, or ASTM Document F3061M-17, ‘Standard Specification for Systems and
Equipment in Small Aircraft’, dated November 2017, provide guidance to assign the
development assurance levels of the ETSO article, software and airborne electronic
hardware.
When the article implements software or airborne electronic hardware, the ETSO article
shall be developed according to at least the development assurance level that is
appropriate for the failure condition classifications that are expected for the intended
installation.
EUROCAE/SAE Document ED-79A/ARP4754A should be used as guidance to ensure that
a proper development, validation and verification process is followed for the ETSO article
and its functional requirements.
2.5 ETSO article using an ETSO-C153()-authorised IMA platform or module
If the ETSO article implements one (or several) ETSO-C153()-authorised integrated
modular avionics (IMA) platforms/modules and the applicant seeks compliance credit
from this (these) ETSOA authorisation(s) to demonstrate compliance with one or several
functional ETSO standard(s), the applicant shall apply for authorisation to the ETSO-C214
standard, together with the intended functional ETSO standard(s).
Note: A functional ETSO standard is any ETSO standard of CS-ETSO that describes an
‘aircraft’ function, i.e. typically any ETSO standard, except ETSO-C153() and ETSO-C214.
2.6 Information security protection
An ETSO article may be designed with a security assurance level (SAL) that is appropriate
for specified security measures, according to the procedure provided in AMC 20-42.
2.7 Open problem reports (OPRs)
Problem reports that are related to ETSO articles that contain software or airborne
electronic hardware shall be identified and managed. The accepted means of compliance
for the management of OPRs is contained in the revision of AMC 20-1891 ‘Management
of Open Problem Reports’ that is current at the time of application, or in any later

1 Refer to ED Decision 2020/010/R (https://www.easa.europa.eu/document-library/agency-decisions).

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 CS-ETSO — Amendment 17 SUBPART A – GENERAL

revision. The use of any other means of compliance shall be subject to a deviation
request.
2.8 Embedded batteries
If an ETSO article embeds a lithium battery whose energy is equal to or greater than 2
Wh, the battery shall be approved in accordance with the applicable battery ETSO.
Additionally, when the battery ETSO covers the article embedding the battery, the article
shall also be approved in accordance with the applicable battery ETSO.
For rechargeable lithium batteries whose energy is less than 2 Wh, the battery shall
comply with the UN Recommendations on the Transport of Dangerous Goods - Model
Regulations and shall be certified to UL 1642, UL 2054 or IEC 62133, unless it is shown to
meet the requirements of RTCA document DO-311A Energy Category 2.
For non-rechargeable lithium batteries whose energy is less than 2 Wh, the battery shall
be certified to UL 1642 and shall comply with the UN Recommendations on the Transport
of Dangerous Goods - Model Regulations.
If there is no ETSO that is applicable to a particular battery that an applicant intends to
use in an ETSO article, the applicant should contact EASA.
3. ADDITIONAL INFORMATION
3.1 In some ETSOs, reference is made to an associated FAA standard. In these cases, the
corresponding FAA technical standard order (TSO) can be consulted on
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/Frameset?OpenPage.
3.2 The standards documents referred to in this CS-ETSO may be purchased or obtained from
the following organisations:
— ASD-STAN documents:
AeroSpace and Defence Industries Association of Europe – Standardization
Rue Montoyer 10 - 1000 Brussels
(Email: [email protected], website: www.asd-stan.org)
— ASTM documents:
American Society for Testing and Materials, ASTM International,
100 Barr Harbor Drive, PO Box C700, West Conshohocken, Pennsylvania
19428-2959, USA
(Website: www.astm.org)
— ETSI European Telecommunications Standards Institute
650, Route des Lucioles
06560 Valbonne - Sophia Antipolis
FRANCE
Telephone: +33 4 92 94 42 00
(https://www.etsi.org/standards#Pre-defined Collections)
— EUROCAE documents:
European Organisation for Civil Aviation Equipment

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 CS-ETSO — Amendment 17 SUBPART A – GENERAL

9-23 rue Paul Lafargue, ‘‘Le Triangle’’ building, 93200 Saint-Denis, France
Telephone: +33 1 49 46 19 65
(Email: [email protected], website: www.eurocae.net)
— EUROCONTROL Surveillance Document Library:
https://www.eurocontrol.int/articles/surveillance-library
— FAA standards:
Superintendent of Documents, Government Printing Office
732N Capitol Street NW, Washington DC 20401, USA
(Website: www.gpoaccess.gov)
— FCC Documents:
http://www.fcc.gov
— Global System, Inc., documents:
Global Systems, Inc., 2144 Michelson Drive, Irvine, California 92715, USA
Telephone: (714) 851-0119
— International Electrotechnical Commission
https://webstore.iec.ch
— MIL specifications:
DODSSP, Standardization Documents Order Desk
Building 4D, 700 Robbins Avenue, PHILADELPHIA, PA 19111-5094, USA
or from the ASSIST Customer Service Desk, telephone (215) 697-6396
(Website: http://quicksearch.dla.mil/)
— NAS specifications:
Aerospace Industries Association (AIA)
1327 Jones Drive, Ann Arbor, MI 48105, USA
(Website: www.techstreet.com)
— RTCA documents:
Radio Technical Commission for Aeronautics, Inc.
1828 L Street NW, Suite 805, Washington DC 20036, USA
(Website: www.rtca.org)
— RTCM documents:
Radio Technical Commission for Maritime Services
1621 N. Kent St., Suite 705
Arlington, Virginia 22209 USA
(Website: https://www.rtcm.org/)
— SAE documents:

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 CS-ETSO — Amendment 17 SUBPART A – GENERAL

Society of Automotive Engineers, Inc.

400 Commonwealth Drive, WARRENDALE, PA 15096-001, USA
(Website: www.sae.org)
— UN United Nations Economic Commission for Europe transport regulations:
United Nations Bookshop
GA-1B-103
New York, NY 10017
USA
Tel: +1-212-963-7680
Email: [email protected]
(Website:
https://www.unece.org/trans/danger/publi/unrec/rev13/13nature_e.html)
— UL Underwriters Laboratory standards:
(website: https://standardscatalog.ul.com)
[Amdt ETSO/3]
[Amdt ETSO/6]
[Amdt ETSO/7]
[Amdt ETSO/8]
[Amdt ETSO/12]
[Amdt ETSO/14]
[Amdt ETSO/15]
[Amdt ETSO/16]
[Amdt ETSO/17]

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs

SUBPART B – LIST OF ETSOS

ED Decision 2022/018/R

This Subpart contains two Indexes:

1 INDEX 1
1.1 Index 1 lists all those ETSOs which are technically similar to FAA-TSOs.
1.2 When an article has been approved by the Agency to an ETSO listed in Index 1 the article
is to be permanently marked with the appropriate ETSO number. Also, all documentation
associated with Certification and Release for installation on an aircraft must record this
ETSO number. The ‘E’ Symbol signifies that the article has been certified to the relevant
ETSO by the Agency.
1.3 Index 1 lists all those ETSOs whose functional requirements are equivalent to those of the
corresponding FAA TSOs that have the same identification numbers.
1.4 Reserved
1.5 The ETSO numbering system is explained as follows:
— ETSO-C5e means: European TSO-Number and revision letter, and so
— ETSO-C95 with no revision letter means initial issue.
NOTE: Copies of ETSOs are listed in Index 1.
2 INDEX 2
2.1 Index 2 lists all those ETSOs which are not technically similar to the FAA-TSOs. Index 2
ETSOs are identified by ‘2C’ prefixes, and numbered as follows:
(a) An ETSO with significant differences in the MOPS in comparison with the
corresponding FAA TSO is identified by the same number as the corresponding FAA
TSO (related to the same type of equipment) with a number in the range from
ETSO-2C1 to ETSO-2C499; or
(b) An ETSO for which there is no corresponding FAA TSO (related to the same type of
equipment) is identified by a number in sequence from ETSO-2C500 upwards.

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs

Index 1

EASA ETSO ref. Title Last amended by

ETSO-C1e Cargo Compartment Fire Detection Instruments CS-ETSO/13
ETSO-C2d Airspeed Instruments CS-ETSO/Initial Issue
ETSO-C3e Turn and Slip Instruments CS-ETSO/11
ETSO-C4c Bank and Pitch Instruments CS-ETSO/Initial Issue
ETSO-C5f Direction Instrument, Non-Magnetic (Gyroscopically Stabilized) CS-ETSO/11
ETSO-C6e Direction Instrument, Magnetic (Gyroscopically Stabilized) CS-ETSO/6
ETSO-C7d Direction Instrument, Magnetic Non-Stabilized Type (Magnetic CS-ETSO/Initial Issue
Compass)
ETSO-C8e Vertical Velocity Instrument (Rate-of-Climb) CS-ETSO/6
ETSO-C10c Pressure Altimeter System CS-ETSO/16
ETSO-C13g Life preservers CS-ETSO/16
ETSO-C14b Aircraft Fabric, Intermediate Grade; External Covering Material CS-ETSO/Initial Issue
ETSO-C15d Aircraft Fabric, Grade A; External Covering Material CS-ETSO/Initial Issue
ETSO-C16b Electrically Heated Pitot and Pitot-Static Tubes CS-ETSO/13
ETSO-C20a Combustion Heaters and Accessories CS-ETSO/16
ETSO-C21b Aircraft Turnbuckle Assemblies and/or Turnbuckle Safetying Devices CS-ETSO/Initial Issue
ETSO-C22g Safety Belts CS-ETSO/Initial Issue
ETSO-C23f Personal Parachute Assemblies and Components CS-ETSO/13
ETSO-C25a Aircraft Seats and Berths (Type I Transport 6g Forward Load) CS-ETSO/Initial Issue
ETSO-C26d Aircraft Wheels and Wheel-Brake Assemblies (CS-23, 27 and 29 aircraft) CS-ETSO/12
ETSO-C27a Twin Seaplane Floats CS-ETSO/16
ETSO-C28 Aircraft Skis CS-ETSO/Initial Issue
ETSO-C30d Aircraft Position Lights CS-ETSO/13
ETSO-C39c Aircraft Seats and Berths Certified by Static Testing only CS-ETSO/6
ETSO-C42 Propeller Feathering Hose Assemblies CS-ETSO/Initial Issue
ETSO-C43d Temperature Instruments CS-ETSO/16
ETS0-C44c A1 Fuel Flowmeters CS-ETSO/8
ETS0-C45b A1 Manifold Pressure Instruments CS-ETSO/8
ETSO-C46a Maximum Allowable Airspeed Indicator System CS-ETSO/Initial Issue
ETS0-C47a A1 Pressure Instruments — Fuel, Oil, and Hydraulic (Reciprocating Engine- CS-ETSO/8
Powered Aircraft)
ETSO-C49b Electric Tachometer: Magnetic Drag (Indicator and Generator) CS-ETSO/Initial Issue
ETSO-C53a Fuel and Engine Oil System Hose Assemblies CS-ETSO/Initial Issue
ETSO-C54 Stall Warning Instruments CS-ETSO/Initial Issue

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs

ETSO-C55a A1 Fuel and Oil Quantity Instruments CS-ETSO/17

ETS0-C56b A1 Engine-Driven Direct Current Generators/Starter Generators CS-ETSO/8
ETSO-C59b Airborne Selective Calling Equipment CS-ETSO/13
ETSO-C62e Aircraft Tyres CS-ETSO/7
ETSO-C63f Airborne Weather Radar Equipment CS-ETSO/17
ETSO-C64b Oxygen Mask Assembly, Continuous Flow, Passenger CS-ETSO/12
ETSO-C69c Emergency Evacuation Slides, Ramps and Slide/Rafts Combinations CS-ETSO/Initial Issue
ETSO-C70b Life Rafts CS-ETSO/11
ETSO-C71 Airborne Static (‘DC to DC’) Electrical Power Converter (for Air Carrier CS-ETSO/Initial Issue
Aircraft)
ETSO-C72c Individual Flotation Devices CS-ETSO/Initial Issue
ETSO-C73 Static Electrical Power Inverter CS-ETSO/Initial Issue
ETSO-C76b Fuel Drain Valves CS-ETSO/11
ETSO-C78a Crewmember Demand Oxygen Mask CS-ETSO/13
ETSO-C79 Fire Detectors (Radiation Sensing Types) CS-ETSO/Initial Issue
ETSO-C80 Flexible Fuel and Oil Cell Material CS-ETSO/Initial Issue
ETSO-C85b Survivor Locator Lights CS-ETSO/12
ETSO-C87a Airborne Low-Range Radio Altimeter CS-ETSO/8
ETSO-C88b Automatic Pressure Altitude Reporting Code Generating Equipment CS-ETSO/11
ETSO-C89a Crew Member Oxygen Regulators, Demand CS-ETSO/11
ETSO-C90d A1 Cargo Pallets, Nets and Containers CS-ETSO/11
ETSO-C92c Ground Proximity Warning, Glide Slope Deviation Alerting Equipment CS-ETSO/Initial Issue
ETSO-C95a Mach Meters CS-ETSO/7
ETSO-C96c Anticollision Light Systems CS-ETSO/17
ETSO-C99a Flight Deck (Sedentary) Crew Member Protective Breathing Equipment CS-ETSO/11
ETSO-C100c Aviation Child Safety Device (ACDS) CS-ETSO/11
ETSO-C101 Overspeed Warning Instruments CS-ETSO/Initial Issue
ETSO-C102 Airborne Radar Approach and Beacon Systems for Helicopters CS-ETSO/Initial Issue
ETSO-C103 Continuous Flow Oxygen Mask Assembly (for Non-Transport Category CS-ETSO/Initial Issue
Aircraft)
ETSO-C105 Optional Display Equipment for Weather and Ground Mapping Radar CS-ETSO/Initial Issue
Indicators
ETSO-C106a Air Data Computer CS-ETSO/17
ETSO-C109 Airborne Navigation Data Storage System CS-ETSO/Initial Issue
ETSO-C110a Airborne Passive Thunderstorm Detection Systems CS-ETSO/Initial Issue
ETSO-C112e Secondary Surveillance Radar Mode S Transponder CS-ETSO/11
ETSO-C113b Airborne Multipurpose Electronic Displays CS-ETSO/16

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs

ETSO-C114 A1 Torso Restraint Systems CS-ETSO/8

ETSO-C115d Required Navigation Performance (RNP) Equipment using Multi-Sensor CS-ETSO/13
Inputs
ETSO-C116a Crew Member Portable Protective Breathing Equipment CS-ETSO/11
ETSO-C117b Airborne Wind Shear Warning and Escape Guidance Systems (Reactive CS-ETSO/16
Type) for Transport Aeroplanes
ETSO-C118a Traffic Alert and Collision Avoidance System I (TCAS I) CS-ETSO/13
ETSO-C119e Airborne Collision Avoidance System II (ACAS II) Version 7.1 with Hybrid CS-ETSO/17
Surveillance
ETSO-C121b Underwater Locating Device CS-ETSO/8
ETSO-C126c Emergency Locator Transmitter CS-ETSO/16
ETSO-C127c Rotorcraft, Transport Aeroplane, and Small Aeroplane Seating Systems CS-ETSO/17
ETSO-C132a Geosynchronous Orbit Aeronautical Mobile Satellite Services Aircraft CS-ETSO/12
Earth Station Equipment
ETSO-C135a Large Aeroplane Wheels, and Wheels and Brake Assemblies CS-ETSO/6
ETSO-C137a Aircraft Portable Megaphones CS-ETSO/17
ETSO-C139a A1 Aircraft Audio Systems and Equipment CS-ETSO/17
ETSO-C141 Aircraft Fluorescent Lighting Ballast/Fixture Equipment CS-ETSO/Initial Issue
ETSO-C142b Non-Rechargeable Lithium Cells and Batteries CS-ETSO/16
ETSO-C144a Passive Airborne Global Navigation Satellite System (GNSS) Antenna CS-ETSO/6
ETSO-C145e A1 Airborne Navigation Sensors Using the Global Positioning System CS-ETSO/16
Augmented by the Satellite-Based Augmentation System
ETSO-C146e A1 Stand-Alone Airborne Navigation Equipment Using the Global CS-ETSO/16
Positioning System Augmented by the Satellite-Based Augmentation
System
ETSO-C147a Traffic Advisory System (TAS) Airborne Equipment CS-ETSO/12
ETSO-C151d Terrain Awareness and Warning System (TAWS) CS-ETSO/16
ETSO-C153a Integrated Modular Avionics (IMA) Platform and Modules CS-ETSO/16
ETSO-C154c Universal Access Transceiver (UAT) Automatic Dependent Surveillance- CS-ETSO/7
Broadcast (ADS-B) Equipment
ETSO-C155b Recorder Independent Power Supply CS-ETSO/13
ETSO-C157c Flight Information Services-Broadcast (FIS-B) Equipment CS-ETSO/17
ETSO-C158 Aeronautical Mobile High Frequency Data Link (HFDL) Equipment CS-ETSO/7
ETSO-C159d Next Generation Satellite Systems (NGSS) Equipment CS-ETSO/16
ETSO-C160a A1 VDL Mode 2 Communications Equipment CS-ETSO/16
ETS0-C161b Ground-Based Augmentation System Positioning and Navigation CS-ETSO/17
Equipment
ETSO-C162b Ground-Based Augmentation System Very High Frequency Data CS-ETSO/17
Broadcast Equipment
ETSO-C165b Electronic Map Systems for Graphical Depiction of Aircraft Position CS-ETSO/16

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs

ETS0-C166b A3 Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS-B) CS-ETSO/13

and Traffic Information Service-Broadcast (TIS-B) Equipment Operating
on the Radio Frequency of 1090 Megahertz (MHz)
ETSO-C170 High-Frequency (HF) Radio Communication Transceiver Equipment CS-ETSO/7
Operating Within the Radio Frequency 1.5 to 30 Megahertz
ETSO-C172a Cargo Restraint Strap Assemblies CS-ETSO/12
ETSO-C173a Nickel-Cadmium, Nickel Metal-Hydride, and Lead-Acid Batteries CS-ETSO/11
ETS0-C174 A1 Battery-Based Emergency Power Unit (BEPU) CS-ETSO/8
ETSO-C175 Galley Cart, Containers and Associated Components CS-ETSO/3
ETSO-C178a Aircraft Circuit Breakers CS-ETSO/17
ETSO-C179b Rechargeable Lithium Cells, Batteries, and Battery Systems CS-ETSO/16
ETSO-C184 Galley Equipment CS-ETSO/7
ETSO-C190 Active Airborne Global Navigation Satellite System (GNSS) Antenna CS-ETSO/6
ETSO-C194 Helicopter Terrain Awareness and Warning System (HTAWS) CS-ETSO/7
ETSO-C195b Avionics Supporting Automatic Dependent Surveillance-Broadcast (ADS- CS-ETSO/12
B) Aircraft Surveillance
ETSO-C196b Airborne Supplemental Navigation Sensors for Global Positioning CS-ETSO/16
System Equipment Using Aircraft-Based Augmentation
ETSO-C198 Automatic Flight Guidance and Control System (AFGCS) Equipment CS-ETSO/8
ETSO-C199 A1 Traffic Awareness Beacon System (TABS) CS-ETSO/16
ETSO-C200a Low-Frequency Underwater Locating Device (ULD) CS-ETSO/12
ETSO-C201 Attitude and Heading Reference Systems (AHRS) CS-ETSO/11
ETSO-C202 Cargo Stopper Devices CS-ETSO/11
ETSO-C203 A1 Fire containment covers (FCC) CS-ETSO/13
ETSO-C207a Aeronautical Mobile Airport Communication System (AeroMACS) CS-ETSO/16
ETSO-C209 Electronic Flight Instrument System (EFIS) Display CS-ETSO/13
ETSO-C210 Airborne Head-Up Display CS-ETSO/13
ETSO-C214 A1 Functional ETSO equipment using an ETSO-C153a-authorised IMA CS-ETSO/16
platform or module

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Index 2

EASA ETSO ref. Title Last amended by

ETSO-2C11e Power Plant Fire Detection Instruments (Thermal and Flame Contact CS-ETSO/Initial Issue
Types)
ETSO-2C19c A1 Portable Water-Solution Type Hand Fire Extinguishers CS-ETSO/16
ETSO-2C34f ILS Glide Slope Receiving Equipment Operating within the Radio CS-ETSO/Initial Issue
Frequency Range of 328.6–335.4 Megahertz (MHz)
ETSO-2C35d Radar Marker Receiving Equipment CS-ETSO/Initial Issue
ETSO-2C36f Airborne ILS Localizer Receiving Equipment Operating within the Radio CS-ETSO/Initial Issue
Frequency Range 108–112 Megahertz
ETSO-2C40c VOR Receiving Equipment Operating within the Radio Frequency Range CS-ETSO/Initial Issue
of 108–117.95 Megahertz
ETSO-2C41d Airborne Automatic Direction Finding (ADF) Equipment CS-ETSO/Initial Issue
ETSO-2C48a Carbon Monoxide Detector Instruments CS-ETSO/6
ETSO-2C66b Distance Measuring Equipment (DME) Operating within the Radio CS-ETSO/Initial Issue
Frequency Range 960–1215 Megahertz
ETSO-2C75 Hydraulic Hose Assembly CS-ETSO/Initial Issue
ETSO-2C93b Airborne Interim Standard Microwave Landing System Converter CS-ETSO/Initial Issue
Equipment
ETSO-2C104a Microwave Landing System (MLS) Airborne Receiving Equipment CS-ETSO/Initial Issue
ETSO-2C122 Devices That Prevent Blocked Channels Used in Two-Way Radio CS-ETSO/Initial Issue
Communications Due to Simultaneous Transmissions
ETSO-2C123c Cockpit Voice Recorder Systems CS-ETSO/16
ETSO-2C124c Flight Data Recorder Systems CS-ETSO/16
ETSO-2C128 Devices That Prevent Blocked Channels Used in Two-Way Radio CS-ETSO/Initial Issue
Communications Due to Unintentional Transmissions
ETSO-2C168a Aviation Visual Distress Signals CS-ETSO/17
ETSO-2C169a VHF Radio Communications Transceiver Equipment Operating within CS-ETSO/6
the Radio Frequency Range 117.975 to 137 Megahertz
ETSO-2C176a Aircraft Cockpit Image Recorder Systems CS-ETSO/16
ETSO-2C177a Data Link Recorder Equipment CS-ETSO/16
ETSO-2C197 A1 Information Collection and Monitoring Systems CS-ETSO/16
ETSO-2C204a Circuit Card Assembly (CCA) Functional Sensors Using the CS-ETSO/16
Satellite-Based Augmentation System (SBAS) for Navigation and Non-
Navigation Position/Velocity/Time (PVT) Output
ETSO-2C205a Circuit Card Assembly (CCA) Functional Class Delta Equipment Using the CS-ETSO/16
Satellite-Based Augmentation System (SBAS) for Navigation Applications
ETSO-2C206 Circuit Card Assembly (CCA) Functional Sensors Using Aircraft-Based CS-ETSO/16
Augmentation for Navigation and Non-Navigation
Position/Velocity/Time (PVT) Output
ETSO-2C208 Electrical Hoist Equipment CS-ETSO/17
ETSO-2C500a Combined ILS/MLS Airborne Receiving Equipment CS-ETSO/Initial Issue

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ETSO-2C501 Mode S Aircraft Data Link Processor CS-ETSO/Initial Issue

ETSO-2C502 Helicopter Crew and Passenger Integrated Immersion Suits CS-ETSO/1
ETSO-2C503 Helicopter Crew and Passenger Immersion Suits for Operations to or CS-ETSO/1
from Helidecks Located in a Hostile Sea Area
ETSO-2C504 Helicopter Constant-Wear Life Jackets for Operations to or from CS-ETSO/1
Helidecks Located in a Hostile Sea Area
ETSO-2C505 Helicopter Life Rafts for Operations to or from Helidecks Located in a CS-ETSO/1
Hostile Sea Area
ETSO-2C509 Light Aviation Secondary Surveillance Transponders (LAST) CS-ETSO/2
ETSO-2C512 Portable Gaseous Oxygen Supply (PGOS) CS-ETSO/3
ETSO-2C513 Tow Release CS-ETSO/3
ETSO-2C514a Airborne Systems for Non-Required Telecommunication Services CS-ETSO/13
(in Non-Aeronautical Frequency Bands) (ASNRT)
ETSO-2C515 A1 Aircraft Halocarbon Clean Agent Hand-Held Fire Extinguishers CS-ETSO/16
ETSO-2C516 Reserved N/A
ETSO-2C517 Automatic Deployable Flight Recorder (ADFR) Systems for Large CS-ETSO/16
Aeroplanes
ETSO-2C518 Runway Overrun Awareness and Alerting Systems CS-ETSO/16
ETSO-2C519 Emergency Breathing Systems (EBSs) CS-ETSO/16
ETSO-2C520 406-MHz Satellite Personal Locator Beacon CS-ETSO/17
ETSO-2C521 Electronic Flight Bag (EFB) Software Applications CS-ETSO/17
ETSO-2C522 Helicopter Terrain Awareness and Warning System (HTAWS) Advanced CS-ETSO/17
Features
[Amdt ETSO/1]
[Amdt ETSO/2]
[Amdt ETSO/3]
[Amdt ETSO/4]
[Amdt ETSO/5]
[Amdt ETSO/6]
[Amdt ETSO/7]
[Amdt ETSO/8]
[Amdt ETSO/9]
[Amdt ETSO/10]
[Amdt ETSO/11]
[Amdt ETSO/12]
[Amdt ETSO/13]
[Amdt ETSO/14]
[Amdt ETSO/16]
[Amdt ETSO/17]

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 CS-ETSO — Amendment 17 SUBPART B – LIST OF ETSOs
ETSO-C55a A1

INDEX 1 EUROPEAN TECHNICAL STANDARD ORDERS

ETSO-C55a A1
ED Decision 2022/018/R

FUEL AND OIL QUANTITY INSTRUMENTS

1 Applicability
This ETSO provides the requirements that fuel and oil quantity instruments that are designed
and manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standards are those provided in:
— SAE Aerospace Standard (AS) 405C 'Fuel and oil quantity Instruments', dated
July 2001; or
— SAE Aerospace Standard (AS) 405D ‘Fuel and oil quantity Instruments’, dated
August 2012,
both modified by Appendix 1 to this ETSO.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
As specified in SAE Aerospace Standard AS405C or AS405D.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
The failure condition classification will depend on the system on which the fuel and
oil quantity instrument is installed. The classification must be determined by the
safety assessment conducted as part of the installation approval. Each fuel and oil
quantity instrument shall be developed to at least the design assurance level

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ETSO-C55a A1

assumed to be assigned to the system on which the fuel and oil quantity instrument
will be installed.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
At least one major component must be permanently and legibly marked with all the
information in SAE AS405C or AS405D, Section 3.2 (except paragraph 3.2.b). Also, the
component must be marked with the following information:
(1) The basic type and accuracy classification, and
(2) The fluids for which the instrument is substantiated.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/7]
[Amdt ETSO/17]

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ETSO-C55a A1

APPENDIX 1 TO ETSO-C55a A1 — FUEL AND OIL QUANTITY

INSTRUMENTS
ED Decision 2022/018/R

This Appendix prescribes the minimum performance standard for fuel and oil quantity instruments,
as modified by EASA.
The applicable standard is:
— SAE AS405C Fuel and Oil Quantity Instruments’, dated July 2001; or
— SAE AS405D ‘Fuel and oil quantity Instruments’, dated August 2012.

Conformance with the following paragraphs of SAE AS405C or AS405D is not required: 3.1, 3.1.1, 3.1.2,
3.2 and 4.2.1.

A.1. ADDITIONS TO SAE AS405C or AS405D, PARAGRAPH 5

Paragraph 5.7, Instrument Setup
a. Before starting tests, set up the instrument as follows:
(1) place the sensor component in a simulated fuel or oil tank, and the indicator and
other components in a convenient location; and
(2) connect all the components using the same means as is required when the
instrument is in service.
b. You may choose to test individual components. When testing components individually,
provide proper inputs or outputs for the components being tested.
Paragraph 5.8, Accuracy Tolerances
All accuracy tolerances are for the complete system. Before testing components individually,
connect the components per the manufacturer’s instructions. The complete system must meet
the tolerances of Table 1 (see SAE AS8029, ‘Minimum Performance Standard for Fuel and Oil
Quantity Indicating System Components’, dated June 1983):
Table 1 — Accuracy tolerances for the complete system

Class Accuracy tolerance

1 ± 0.75 % full scale
2 ± 2 % of full scale
3 ± 3 % of full scale

Paragraph 5.9, Ambient Room Conditions

At ambient room conditions, test the instrument for scale errors, hysteresis errors, friction
errors, and position errors. The resulting total error must not exceed the values in the applicable
listing in Table 1 of this Appendix.

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Paragraph 5.10, Applicable Environmental Conditions

Test the instrument under the applicable environmental conditions. The resulting total error
must not exceed the values in the applicable listing in Table 1 of this Appendix.
A.2. MODIFICATIONS TO SAE AS405C or AS405D, PARAGRAPH 6
Replace all the wording in: With:
Paragraph 6.1, Scale Error Adjust the tank unit and all the components before the test. You
cannot adjust anything during the test. Immerse the tank unit,
and compensators when used, in the test fluid. Calculate the
percentage of errors by comparing the readings taken from the
design calibration of the system or component you are testing.
Paragraph 6.2, Friction Test all the components with moving parts for friction errors at
several points. Test the components by applying the needed
inputs to bring the output to a desired test point. Hold the input
constant while taking the two output readings. Take the first
reading before vibrating the indicator. Take the second reading
after vibrating the indicator.
Paragraph 6.4, Position Error To obtain a reading near mid-scale, the fluid tank should be
about half-full, or have the equivalent electrical input. Hold
each component (except the tank unit) in several different
positions and record any change in output. Test the instrument
for position errors in several positions.

A.3. ADDITIONS TO SAE AS405C or AS405D, PARAGRAPH 6.

Paragraph 6.8, Hysteresis Error
Test the instrument for hysteresis at several points. Increase the test fluid level or apply equal
inputs to each selected test point and hold them while taking a reading.
Paragraph 6.9, Speed of Response
At ambient room conditions, the indicator must register from empty to full or vice versa in less
than 30 seconds, but more than 5 seconds. When testing at any environmental extremes, the
speed of response must not exceed 3 times the time measured at ambient room conditions.

A.4. MODIFICATIONS TO SAE AS405C or AS405D, PARAGRAPH 7

Replace:
‘As many instruments as deemed necessary to demonstrate that all instruments will comply
with the requirements of this section shall be tested in accordance with the manufacturer’s
recommendation.’
with the following:
‘Performance tests: The following tests, in addition to any others deemed necessary by the
manufacturer, shall be the basis for determining compliance with the performance
requirements of this standard.’

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A.5. ADDITIONS TO SAE AS405C or AS405D, PARAGRAPH 7

Add the following new paragraphs:
Paragraph 7.7, Operational Shock Tests
Use the test requirements in Section 7 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.8, Explosion Proof Test
Use the test requirements in Section 9 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.9, Power Input Test
Use the test requirements in Section 16 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.10, Voltage Spike Test
Use the test requirements in Section 17 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.11, Audio Frequency Conducted Susceptibility Test
Use the test requirements in Section 18 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.12, Induced Signal Susceptibility Test
Use the test requirements in Section 19 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.13, Radio Frequency Susceptibility Test
Use the test requirements in Section 20 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.14, Emission of Radio Frequency Energy Test
Use the test requirements in Section 21 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.15, Lightning Induced Transient Susceptibility Test
Use the test requirements in Section 22 of RTCA/DO-160E or later version as defined in CS-ETSO,
Subpart A, paragraph 2.1.
Paragraph 7.16, Lightning Direct Effects Test
Use the test requirements in Section 23 of RTCA/DO-160E or later version as defined in
CS-ETSO, Subpart A, paragraph 2.1.
Paragraph 7.17, Electrostatic Discharge Test
Use the test requirements in Section 25 of RTCA/DO-160E or later version as defined in
CS-ETSO, Subpart A, paragraph 2.1.
Paragraph 7.18, Flammability Test
All the materials used must be self-extinguishing when tested in accordance with the applicable
requirements of RTCA/DO-160E or later version as defined in CS-ETSO, Subpart A,

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paragraph 2.1, Section 26, Category C, Flammability Test. This requirement does not apply to
small parts (where the greatest equipment dimension is less than 50 mm, such as knobs,
fasteners, seals, grommets and small electrical parts) that do not contribute significantly to fire
propagation.

[Amdt ETSO/17]

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ETSO-C63f

ETSO-C63f
ED Decision 2022/018/R

AIRBORNE WEATHER RADAR EQUIPMENT

1 Applicability
This ETSO provides the requirements that airborne weather radar equipment that is designed
and manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
This ETSO standard addresses weather detection and ground mapping, forward-looking wind
shear detection, forward-looking turbulence detection, and atmospheric threat awareness
capability. It does not include flight guidance system functionality in support of an approved
wind shear detection and avoidance system.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in RTCA Document DO-220A, Change 1,
Minimum Operational Performance Standards for Airborne Weather Radar
Systems, dated 17 August 2018, for the equipment classes defined in Table 1.
Table 1 — Airborne Weather Radar Equipment Classes and Applicable MPSs

Equipment Equipment Type Minimum Performance Standards

Class
A Forward-Looking The following sections of RTCA DO-220A, Change 1:
Wind Shear
Section 2.2, with the following exclusions: paragraphs 2.2.1.3.6,
Detection
2.2.1.3.7, 2.2.2, 2.2.4, and 2.2.5., and
Capability
Sections 2.3 (performance under environmental conditions) and
2.4 (test requirements) as applicable to the class.
B Forward-Looking The following sections of RTCA DO-220A, Change 1:
Turbulence
Section 2.2, with the following exclusions: paragraphs 2.2.1.3.5,
Detection
2.2.1.3.7, 2.2.2, 2.2.3, and 2.2.5., and
Capability
Sections 2.3 (performance under environmental conditions) and
2.4 (test requirements) as applicable to the class.

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ETSO-C63f

Equipment Equipment Type Minimum Performance Standards

Class
C Airborne Weather The following sections of RTCA DO-220A, Change 1:
and Ground
Section 2.2, with the following exclusions: paragraphs 2.2.1.3.5,
Mapping Pulsed
2.2.1.3.6, 2.2.1.3.7, 2.2.3, 2.2.4, and 2.2.5., and
Radar
Sections 2.3 (performance under environmental conditions) and
2.4 (test requirements) as applicable to the class.
D Atmospheric Threat The following sections of RTCA DO-220A, Change 1:
Awareness
Section 2.2, with the following exclusions: paragraphs 2.2.1.3.5,
Capability
2.2.1.3.6, 2.2.2, 2.2.3, and 2.2.4.
Sections 2.3 (performance under environmental conditions) and
2.4 (test requirements) as applicable to the class.

Any of these classes may be implemented individually or in combination.

Therefore, a piece of equipment may be eligible for one or more classes.
Functionality
This ETSO standard applies to equipment intended to:
(1) Provide airborne wind shear detection (equipment Class A). Equipment Class
A provides forward-looking wind shear detection functionality. However,
this ETSO does not include flight guidance system functionality in support of
an approved wind shear detection and avoidance system;
(2) Provide advanced and advisory indication of potentially hazardous
turbulence conditions detectable by weather radar, together with other
flight information, to assist pilots with turbulence avoidance decisions
(Equipment Class B);
(3) Detect and display echoes from precipitation to assist in flight crew analysis
of weather. Maintain contact with geographic features such as international
shoreline boundaries as a supplement to navigational orientation
(Equipment Class C); and
(4) Provide timely and advisory information to pilots to enhance their
situational awareness of atmospheric activity and assist with atmospheric
threat avoidance decisions (Equipment Class D).
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.

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Failure of the function defined in paragraphs 3.1.1(2) or 3.1.1(4) resulting in

unannunciated malfunction or missed detection is a minor failure condition.
Failure of the function defined in paragraph 3.1.1(1) or 3.1.1(3) resulting in
unannunciated malfunction or missed detection is a major failure condition.
Loss of the functions defined in paragraph 3.1.1 is a minor failure condition.
3.2.2 Installation Manual
The applicant should provide a manual(s) containing the following items:
(1) Operating instructions and equipment limitations sufficient to describe the
equipment’s operational capability;
(2) For Equipment Class B, identify the installation instructions for the identified
aircraft class selected from RTCA/DO-220A, Change 1, paragraph 2.2.4.1,
Table 2-4;
(3) The expected radome performance for the electromagnetic signals passing
through it (paragraph 2.2 of RTC DO-213A, Change 1, Minimum Operational
Performance Standards for Nose-Mounted Radomes, dated June 21, 2018);
(4) The weather performance index (range) in accordance with the
requirements of RTCA DO-220A, Change 1; and
(5) The wind shear detection range in accordance with the requirements of
RTCA DO-220A, Change 1.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
The markings must also include the equipment class(es), as defined in Table 1.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/13]
[Amdt ETSO/17]

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ETSO-C96c

ETSO-C96c
ED Decision 2022/018/R

ANTICOLLISION LIGHT SYSTEMS

1 Applicability
This ETSO provides the requirements that anticollision light systems that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in Society of Automotive Engineers, Inc.,
(SAE) Aerospace Standard AS8017D ‘Minimum Performance Standard for
Anticollision Light Systems’, dated August 2017, as modified by Appendix 1 to this
ETSO.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
3.2.2 Others
Note: AS8017D does not reflect the impact of updates to Certification
Specifications published after 15 August 2017, such as CS-23 Amendment 5.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific

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The following information shall be legibly and permanently marked on the major
equipment components:
(a) Class I, II, III or IV (refer to SAE AS8017D and Appendix 1 to this ETSO).
(b) Nominal power input rating.
5 Availability of Referenced Document
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/13]
[Amdt ETSO/17]

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ETSO-C96c

APPENDIX 1 TO ETSO-C96c — ANTICOLLISION LIGHT SYSTEMS

ED Decision 2022/018/R

A.1 In Section 1.2 of Society of Automotive Engineers, Inc., (SAE) Aerospace Standard AS8017D
‘Minimum Performance Standard for Anticollision Light Systems’, dated August 2017, below the
row defining Class III and the new row defining Class IV, add the following:
‘Class IV — Fixed Wing Aircraft 400 Candelas with reduced elevation angle.’
Below the lines defining the different classes in Section 1.2 of Society of Automotive Engineers,
Inc., (SAE) AS8017D ‘Minimum Performance Standard for Anticollision Light Systems’, dated
August 2017, add the following:
‘The requirements for a Class IV anticollision light system are as for a Class II anticollision
light system, except that there is no intensity requirement for angles above or below the
horizontal plane which are greater than 30°.’

A.2 In Section 1.2.1 of Society of Automotive Engineers, Inc., (SAE) AS8017D ‘Minimum
Performance Standard for Anticollision Light Systems’, dated August 2017, remove the
following:
‘Anticollision lights for fixed-wing aircraft must meet the requirements for Class III lights
if certified prior to 11 August 1971, and the requirements for Class II lights if certified
after that date.’

A.3 In Section 3.4 of Society of Automotive Engineers, Inc., (SAE) AS8017D ‘Minimum Performance
Standard for Anticollision Light Systems’, dated August 2017, replace the statement:
‘Caution: Compliance only to the alternate colour definitions detailed in Section 3.4.1
(without compliance to the CFR requirements) will require an Equivalent Level of Safety
Finding by the Federal Aviation Administration in order to allow installation of the lights
on certified aircraft.’
With the following revised statement:
‘Caution: Compliance only with the alternate colour definitions detailed in Section 3.4.1
(without compliance with the CS requirements) may require an equivalent level of safety
finding in order to approve the installation of the lights on certified aircraft.’

[Amdt ETSO/17]

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ETSO-C106a

ETSO-C106a
ED Decision 2013/012/R

AIR DATA COMPUTER

1 Applicability
This ETSO provides the requirements that air data computers that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in SAE AS8002B ‘Air Data Computer’,
dated 28 April 2020.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne electronic hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
None.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
Marking of the type of air data computer is required (i.e. Type 1 or Type 2).
5 Availability of referenced document
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/8]
[Amdt ETSO/17]

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ETSO-C119e

ETSO-C119e
ED Decision 2022/018/R

AIRBORNE COLLISION AVOIDANCE SYSTEM II (ACAS II) VERSION 7.1 WITH HYBRID
SURVEILLANCE
1 Applicability
This ETSO provides the requirements that Airborne Collision Avoidance System II (ACAS II)
Version 7.1 equipment that is designed and manufactured on or after the date of this ETSO must
meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standards are those provided in EUROCAE Document ED-143,
‘Minimum Operational Performance Standards for Traffic Alert and Collision
Avoidance System II (TCAS II)’, dated September 2008, Section 2 as modified by
Change 1 dated April 2009, Change 2 (Version 7.1) dated April 2013, and by
Appendix 1 to this ETSO and EUROCAE Document ED-221A, ‘Minimum Operational
Performance Standards (MOPS) for Traffic Alert and Collision Avoidance System II
(TCAS II) Hybrid Surveillance’, dated December 2015, Section 2, as modified by
Appendix 2 to this ETSO.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
Failure of the function defined in paragraph 3.1.1 of this ETSO resulting in
misleading information is a hazardous failure condition.
Failure of the function defined in paragraph 3.1.1 of this ETSO resulting in a loss of
function is a minor failure condition.

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4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/11]
[Amdt ETSO/17]

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APPENDIX 1 TO ETSO-C119e – TRAFFIC ALERT AND COLLISION

AVOIDANCE SYSTEM II (TCAS II) VERSION 7.1 AMENDMENT TO THE
EUROCAE ED-143 CHANGE 2 REQUIREMENTS
ED Decision 2022/018/R

This Appendix lists the EASA modifications to the MPS for Traffic Alert and Collision Avoidance System
(TCAS) Airborne Equipment, TCAS II Change 2, dated April 2013.
When the own ship is on the ground, clarification is required to allow the system to limit the output
of TCAS intruders to the display to those within 3 000 feet of the own altitude. In lieu of section
‘2.2.2 System Performance’ of EUROCAE ED-143 Change 2, substitute the following:
‘2.2.2 System Performance
Note: When operating within the maximum aircraft transponder population and
electromagnetic interference levels defined in subparagraph 2.2.1.2, TCAS II will provide a level
of performance for active surveillance of targets-of-interest that will support the requirements
for generation of collision advisory information.
Specifically, TCAS II will generate a surveillance track in range and altitude on a target-of-interest
at the range and with the track probability and range accuracy specified below. This is to ensure
that a correct resolution advisory can be issued in time for the pilot to maintain adequate vertical
separation at closest-point-of-approach.
TCAS II will also generate, whenever possible, a surveillance track in range and altitude on a
target-of-interest at the range and with the track probability and range accuracy specified below
such that a correct traffic advisory can be issued as a precursor to the resolution advisory.
In addition to the surveillance requirements to support the generation of resolution and traffic
advisories, TCAS II will display the range and, if available, the altitude and bearing position
information on targets that generate advisories. The bearing position information will be
generated according to the accuracy requirement specified below.
TCAS II will also generate for display, whenever possible, surveillance range, altitude and bearing
position information on Mode C and Mode S aircraft that are within the range specified below
and within ± 10 000 ft altitude relative to TCAS II when airborne, and within ± 3 000 ft altitude
relative to TCAS II when on the ground.
It is acceptable to limit the output of TCAS intruders to the display to those within 3 000 ft of the
own altitude when the own aircraft is on the ground. This is permitted (but not required) so that
the altitude surveillance volume for TCAS Mode C intruders can be consistent with the Mode S
surveillance altitude limits modified in EUROCAE ED-143 Change 2 (section 2.2.4.6.2.2.1). This
allowance to limit the display to ± 3 000 feet does not modify the surveillance altitude volumes
which are defined in EUROCAE ED-143, section 2.2.4.6.
The system shall use the definition of on-ground as defined in EUROCAE ED-143, Volume II,
Section 2.1.14. Alternatively, the system may use the definition of ‘operating on surface’ in
EUROCAE ED-221A, Section 2.2.8, for on-ground.’

[Amdt ETSO/11]
[Amdt ETSO/17]

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APPENDIX 2 TO ETSO-C119e – TRAFFIC ALERT AND COLLISION

AVOIDANCE SYSTEM II (TCAS II) VERSION 7.1 HYBRID SURVEILLANCE
AMENDMENT TO THE EUROCAE ED-221A REQUIREMENTS
ED Decision 2022/018/R

This Appendix lists the EASA modifications to EUROCAE ED-221A for Traffic Alert and Collision
Avoidance System II (TCAS II) Hybrid Surveillance, dated December 2015.
To facilitate the monitoring by maintenance personnel of the hybrid surveillance functionality, add
the following requirement as the fifth paragraph (including the Note) in Section 2.2.10, Monitoring
Requirements:
‘TCAS II units shall provide a means for presenting logged hybrid surveillance faults to
maintenance personnel to enable on-wing monitoring of hybrid surveillance functionality at
periodic intervals.
Note: This requirement enables the implementation of a scheduled maintenance task to ensure that
hybrid surveillance is functional on aircraft without a centralised warning system and/or an on-board
maintenance computer.’

[Amdt ETSO/11]
[Amdt ETSO/17]

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ETSO-C127c

ETSO-C127c
ED Decision 2022/018/R

ROTORCRAFT, TRANSPORT AEROPLANE, AND SMALL AEROPLANE SEATING SYSTEMS

1 Applicability
This ETSO provides the Minimum Performance Standards (MPSs) that rotorcraft, large
(transport) aeroplane, and small aeroplane seating systems of the following designated types
that are designed and manufactured on or after the date of this ETSO must meet in order to be
identified with the applicable ETSO marking.
The standards of this ETSO apply to equipment intended to be utilised as aircraft seating
systems of the following classifications:
(1) Seat Type and applicable Aircraft Category:
(a) Type A Aeroplane. Aircraft Category: Transport
(b) Type B Rotorcraft. Aircraft Category: Large (Transport) or Small (Normal)
(c) Type C Small Aeroplane. Aircraft Category:
(CS-23 up to Amendment 4) Normal, Utility, Acrobatic, or Commuter;
(CS-23 Amendment 5 and subsequent amendments) Normal Level 1, Normal
Level 2, Normal Level 3, Normal Level 4.
(2) Seat Subtype:
(a) Subtype 1 Passenger
(b) Subtype 2 Flight Attendant
(c) Subtype 3 Observer
(d) Subtype 4 Pilot/Co-pilot
(3) Seat Orientation:
(a) Forward facing — Installation of forward-facing seating systems in the aircraft at
up to an angle of 18° relative to the aircraft longitudinal axis.
(b) Rearward facing — Installation of rearward-facing seating systems in the aircraft
at up to an angle of 18° relative to the aircraft longitudinal axis.
(c) Side facing — Installation of side-facing seating systems in the aircraft at between
80° and 100° relative to the aircraft longitudinal axis.
(d) Oblique facing — Installation of forward-facing seating systems in the aircraft, at
greater than 18° and no greater than 45° relative to the aircraft longitudinal axis.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.

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3 Technical Conditions
3.1 Basic
The standards of this ETSO apply to equipment intended to be utilised as aircraft seating
systems.
3.1.1 Minimum Performance Standard
New models of rotorcraft, large (transport) aeroplane, and small aeroplane seating
systems identified and manufactured on or after the effective date of this ETSO
must meet the requirements in the following standards:
— SAE AS8049C, ‘Performance Standard for Seats in Civil Rotorcraft, Transport
Aircraft, and General Aviation Aircraft’, dated August 2015, as modified by
Appendix 1 to this ETSO;
— SAE AS8049/1B, ‘Performance Standards for Side-Facing Seats in Civil
Rotorcraft, Transport Aircraft, and General Aviation Aircraft’, dated
December 2016, as modified by Appendix 1 to this ETSO;
— SAE ARP5526D, ‘Aircraft Seat Design Guidance and Clarifications’, dated
July 2015, as modified by Appendix 1 of this ETSO;
— SAE AS6316, ‘Performance Standards for Oblique Facing Passenger Seats in
Transport Aircraft’, dated June 2017, as modified by Appendix 1 to this ETSO;
— SAE ARP6337, ‘Design, Manufacturing, and Performance Standard for
Composite Materials Used on Aircraft Seat Structures’, dated
November 2020, as modified by Appendix 1 of this ETSO, and by Appendix 2
to this ETSO for specific elective requirements.
3.1.1.1 Functional Qualification
Demonstrate the required functional performance under the test conditions
specified in:
— SAE AS8049C, ‘Performance Standard for Seats in Civil Rotorcraft,
Transport Aircraft, and General Aviation Aircraft’, dated August 2015,
as amended by Appendix 1 of this ETSO for forward- and aft-facing
seats;
— SAE AS8049/1B, ‘Performance Standards for Side-Facing Seats in Civil
Rotorcraft, Transport Aircraft, and General Aviation Aircraft’, dated
December 2016, as modified by Appendix 1 to this ETSO for side-
facing seats;
— SAE AS6316, ‘Performance Standards for Oblique Facing Passenger
Seats in Transport Aircraft’, dated June 2017, as modified by
Appendix 1 to this ETSO for oblique-facing seats;
— SAE ARP5526D, ‘Aircraft Seat Design Guidance and Clarifications’,
dated July 2015, as amended by Appendix 1 to this ETSO;
— SAE ARP6337, ‘Design, Manufacturing, and Performance Standard for
Composite Materials Used on Aircraft Seat Structures’, dated
November 2020, as modified by Appendix 1 to this ETSO; and
— Appendix 2 of this ETSO for specific elective requirements.

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3.1.2 Environmental Standard

Not applicable.
3.1.3 Software
Not applicable.
3.1.4 Airborne Electronic Hardware
Not applicable.
3.2 Specific
3.2.1 Failure Condition Classification
There is no standard minimum failure condition classification for this ETSO. The
failure condition classification appropriate for the article will depend on the
intended use of the article in a specific aircraft. The loss of function and the
malfunction failure condition classifications for which the equipment is designed
should be documented.
4 Marking
4.1 General
The permanent and legible marking of at least one major component is required, with all
the information as detailed in CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
The markings must also include the serial number and the following:
(1) The specific seat MPS complied with as abbreviated by paragraphs 4.2(1)(a) to
4.2(1)(e) below. Separate each applicable identifier with a dash.
For example, a large (transport) aeroplane passenger seat that may be used as a
forward facing or rearward facing seat and that meets the step load on the baggage
bar standard and the higher static loads must be marked as: Type A-T-1-FF-RF-a-d.
(a) The seat type, use: ‘Type A’ for Aeroplane, ‘Type B’ for Rotorcraft, or ‘Type C’
for Small Aeroplane.
(b) The seat type shall be followed by the aircraft category, use: ‘T’ for
Transport, ‘N’ for Normal, ‘U’ for Utility, ‘A’ for Acrobatic, or ‘C’ for
Commuter. If the seat is intended to be used on aircraft compliant with
CS-23 Amendment 5 or later amendments, the seat type must be followed
by the aircraft category, use ‘NL’ for Normal and 1, 2, 3, 4 for the aircraft
certification level, for example ‘NL1’ for Normal category Level 1, ‘NL2’ for
Normal category Level 2, etc.
(c) The aircraft category must be followed by the appropriate seat subtype, use:
‘1’ for Passenger, ‘2’ for Flight Attendant, ‘3’ for Observer, or ‘4’ for
Pilot/Co-pilot.
(d) The subtype must be followed by the appropriate seat-facing designation,
use: ‘FF’ for Forward Facing, ‘RF’ for Rearward Facing, ‘SF for Side Facing, or
‘OB’ for Oblique Facing.
(e) The seat-facing designations must be followed by the applicable paragraph
letter of the elective criteria defined in appendix 2 of this ETSO, use: ‘a’ for

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Step Load on Baggage Bars, ‘b’ for Electrically Actuated Features, ‘c’ for
Secondary Structure Abuse Loads, ‘d’ for Testing to Higher Static Loads, ‘e’
for Hand Holds, ‘f’ for Lithium Containing Batteries, ‘g’ for Flammability —
Non-Traditional, Large, Non-metallic Parts.
(2) The seating system, safety belt restraint system, and seat cushion part numbers.
(3) The document reference that contains the installation instructions and limitations.
(4) For Type A and Type B-Transport passenger, flight attendant and observer seating
systems, mark each seat cushion to be qualified with ‘Meets the provisions of CS-
25, Appendix F, Part II’.
Also, mark permanently and legibly the following, with at least the manufacturer’s
name, subassembly part number, and the ETSO number:
(1) each component that is easily removable (without hand tools); and
(2) each subassembly of the article that you determined may be
interchangeable.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/11]
[Amdt ETSO/17]

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APPENDIX 1 TO ETSO-C127c – MPS FOR ROTORCRAFT, TRANSPORT

AEROPLANE, AND SMALL AEROPLANE SEATING SYSTEMS
ED Decision 2022/018/R

1.0. Forward- and aft-facing seating systems must meet the requirements of Table 1 of this
Appendix. This Appendix prescribes the EASA modifications to the MPS for SAE International’s
Aerospace Standard (AS) 8049C, ‘Performance Standard for Seats in Civil Rotorcraft, Transport
Aircraft, and General Aviation Aircraft’, dated August 2015. When the SAE section recommends
(or suggests, advises, etc.) something, and it is part of the MPS, the recommendation becomes
a requirement. In addition, modify AS8049C as follows:
Table 1 — SAE AS8049C

When reading AS8049C Do the following:

Section 1 Disregard
Section 2 Disregard
Section 3 Apply all the subsections unless disregarded or modified as shown below:
-----------------------------------------------------------------------------
On page 6, replace subsection 3.2.15 by the following:
3.2.15 Except for rearward-facing seats and seats equipped with multiple
anchorage point pelvic restraints (e.g. Y-belts), the pelvic restraint system must
be designed such that the vertical angle between the pelvic restraint centre line
and the seat reference point (SRP) waterline must range from 35° to 55°. The SRP
waterline is a line/plane passing through the SRP parallel to the floor waterline.
The pelvic restraint centre line is formed by a line from the pelvic restraint
anchorage to a point located 9.75 inches (250 mm) forward of the SRP and
7.0 inches (180 mm) above the SRP waterline. In addition, the pelvic restraint
anchorage point(s) must be located no further than 2.0 inches (51 mm) forward
of the SRP (ref. ARP5526D). See AC 21-34 for additional guidance on acceptable
seat belt geometries.
-----------------------------------------------------------------------------
On page 6, replace subsection 3.2.17 by the following:
3.2.17 Safety belt restraint systems must meet the requirements of E/TSO-C22g
‘Safety Belts’ or E/TSO-C114 ‘Torso Restraint Systems’ (or later EASA/FAA
revisions), and each must be equipped with a metal-to-metal latching device.
-----------------------------------------------------------------------------
On page 7, for Type B seats, replace subsection 3.3.1 by the following:
3.3.1 The materials must be suitable and durable for use in aircraft seats, as
established by tests or experience, accounting for statistical variability in the
material and the effects of environmental conditions such as the temperature
and humidity expected in service. Materials which could affect the safety of the
aircraft or the occupants must be controlled to ensure the strength and other
properties defined in the design data. Special factors must be developed for
application per subsection 4.1 for each part of the structure whose strength is:
(1) uncertain;
(2) likely to deteriorate in service before normal replacement; or

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When reading AS8049C Do the following:

(3) subject to appreciable variability due to uncertainties about:
i. the manufacturing processes; or
ii. the inspection methods.
The use of materials such as fibre-reinforced materials (i.e. composites) used to
fabricate components of the seat within the primary load path (to include seat
backs and pans) requires unique considerations for material and process control,
generation of design values, consideration of the environmental and variability
factors, identification and substantiation of potential damage, developing
criteria to assess the post-impact structural integrity, and creating instructions
for continued airworthiness (ICAs). Applicants may follow the relevant guidance
in AC 20-107B when addressing these concerns.
Test plans to develop design allowable data and special factors or alternative
justification for the use of service history must be approved in advance by EASA.
Note: An ETSO approval does not include installation approval in an aircraft, and
special conditions may be required to gain installation approval if the design
includes new and novel materials and processes (e.g. composite materials,
bonded joints, or additive manufacturing) in the primary load path.
Applicants for seat installations under CS-27 and CS-29 should ensure that all the
composite seat components comply with the relevant regulatory requirements
for material and process control, and that the manufacturing and service
instructions are adequate to ensure that the seat complies with the
crashworthiness requirements throughout its life.
---------------------------------------------------------------------------------------------------------
On page 7, for Type A-T, Type C seats (all the aircraft categories detailed in 1(1)c
of this ETSO), replace subsection 3.3.1 by the following:
3.3.1 The materials must be suitable and durable for use in aircraft seats, as
established by tests or experience, accounting for statistical variability in the
material and the effects of environmental conditions such as the temperature
and humidity expected in service. Materials which could affect the safety of the
aircraft or the occupants must be controlled to ensure the strength and other
properties defined in the design data. Special factors must be developed for
application per subsection 4.1 for each part of the structure whose strength is:
(1) uncertain;
(2) likely to deteriorate in service before normal replacement; or
(3) subject to appreciable variability due to uncertainties about:
i. the manufacturing processes; or
ii. the inspection methods.
For the use of materials such as fibre-reinforced materials (i.e. composites) used
to fabricate components of the seat within the primary load path (to include seat
backs and pans) apply Table 5 of Appendix 1 of this ETSO.
Note: An ETSO approval does not include installation approval in an aircraft, and
special conditions may be required to gain installation approval if the design
includes new and novel materials and processes (e.g. composite materials,
bonded joints, or additive manufacturing) in the primary load path.

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When reading AS8049C Do the following:

Applicants for seat installations under CS-23 and CS-25 should ensure that all the
composite seat components comply with the relevant regulatory requirements
for material and process control, and that the manufacturing and service
instructions are adequate to ensure that the seat complies with the
crashworthiness requirements throughout its life.
---------------------------------------------------------------------------------------------------------
On page 7, replace subsection 3.3.2 by the following:
3.3.2 The methods and processes used for fabrication and assembly must
produce consistently sound seats. If a fabrication process requires close control
to reach this objective, the process must be performed in accordance with the
design data (e.g. process specification).
---------------------------------------------------------------------------------------------------------
On page 7, add subsection 3.3.4 as follows:
3.3.4 Each part of the seat structure must be protected against deterioration or
loss of strength in service due to any cause (such as corrosion, wear, impact
damage, environmental degradation, etc.) and have provisions for ventilation
and drainage where necessary for protection.
---------------------------------------------------------------------------------------------------------
On page 7, replace subsection 3.4.1 by the following:
3.4.1 All the materials used on seats must meet the requirements of subsection
3.4.1.1, 3.4.1.2, 3.4.1.3, or 3.4.1.4. The definition and use of parts that are
considered small parts that would not contribute significantly to the propagation
of a fire must be approved in advance by EASA. When inflatable materials are
used (i.e. material used in the fabrication of inflatable restraints, airbags, etc.),
the inflatable material must meet the flammability requirements of CS-25,
Appendix F, Part I (a)(iv).
Note: Inflatable materials used in devices to increase occupant safety are a novel
or unusual design feature that may be subject to special conditions and
additional certification requirements for installation approval. The fire protection
properties of the material may be demonstrated by following FAA Policy
Statement PS
ANM-25.853-01 R2, ‘Flammability Testing of Interior Materials’ (dated 3 July
2013) or tested in accordance with the applicable chapter of the Aircraft
Materials Fire Test Handbook — DOT/FAA/AR-00/12.
---------------------------------------------------------------------------------------------------------
Add subsections 3.4.1.1, 3.4.1.2, 3.4.1.3, and 3.4.1.4 as follows:
3.4.1.1 All the materials used on Type A-T and Type B-T seats must be tested in
accordance with the procedures, and meet the fire protection requirements, of
CS-25, Appendix F, Part I, except where the material properties, size and quantity
would not create or propagate a cabin fire. The fire protection properties of the
material may also be demonstrated by following FAA Policy Statement PS-ANM-
25.853-01 R2, ‘Flammability Testing of Interior Materials’ (dated 3 July 2013) or
tested in accordance with the Aircraft Materials Fire Test Handbook —
DOT/FAA/AR-00/12, Chapter 1 or 3.
3.4.1.2 All the materials used on Type B-N, Type C-N, Type C-NL1, Type C-NL2,
Type C NL3, Type C-U, and Type C-A seats must have flame-resistant properties.

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When reading AS8049C Do the following:

The materials must be tested to and must meet the requirements of paragraph
8.b of FAA Advisory Circular (AC) 23-2A Change 1, ‘Flammability Tests’ (dated 15
February 2013).
3.4.1.3 All the materials used on Type C-C seats must be tested in accordance
with the test procedures of CS-23, Appendix F, Part I (Amendment 5) or the
Aircraft Materials Fire Test Handbook — DOT/FAA/AR-00/12, Chapter 1 or 3, and
must meet the following flammability performance requirements:
3.4.1.3.1 The panels, walls, structural flooring, and materials used in the
construction of stowage compartments (other than underseat stowage
compartments and compartments for stowing small items such as magazines
and maps) must be self extinguishing. The average burn length may not exceed
6 inches and the average flame time after removal of the flame source may not
exceed 15 seconds. Drippings from the test specimen may not continue to flame
for more than an average of 3 seconds after falling.
3.4.1.3.2 Floor coverings, textiles (including draperies and upholstery), seat
cushions, padding, decorative and non-decorative coated fabrics, leather,
electrical conduits, transparencies, moulded and thermoformed parts, and trim
strips (decorative and chafing) that are constructed of materials not covered in
subsection 3.4.1.3.3 must be self-extinguishing. The average burn length may not
exceed 8 inches and the average flame time after removal of the flame source
may not exceed 15 seconds. Drippings from the test specimen may not continue
to flame for more than an average of 5 seconds after falling.
3.4.1.3.3 Acrylic windows and signs, parts constructed in whole or in part of
elastomeric materials, seatbelts, and shoulder harnesses may not have an
average burn rate greater than 2.5 inches per minute.
3.4.1.3.4 Except for electrical wire cable insulation, and for small parts where
the material properties, size, and quantity would not create or propagate a cabin
fire, the materials in items not specified in subsections 3.4.1.3.1 through 3.4.1.3.3
may not have a burn rate greater than 4.0 inches per minute.
3.4.1.4 All the materials used on Type C-NL4 seats must be self-extinguishing
and tested in accordance with the test procedures of CS-23, Appendix F
(Amendment 4), or the Aircraft Materials Fire Test Handbook — DOT/FAA/AR-
00/12, Chapter 1.
---------------------------------------------------------------------------------------------------------
On page 8, replace subsection 3.4.2 by the following:
Cushion systems on Type A-T and Type B-T passenger, flight attendant and
observer seats must meet the fire protection requirements of CS-25, Appendix F,
Part II. The fire protection properties of the material may also be demonstrated
by following FAA AC 25.853-1, ‘Flammability Requirements for Aircraft Seat
Cushions’ (dated 17 September 1986), tested in accordance with the Aircraft
Materials Fire Test Handbook — DOT/FAA/AR-00/12, Chapter 7 and, where
applicable, FAA Policy Statement ANM 115 07-002, ‘Policy Statement on
Certification for Flammability of Lightweight Seat Cushions’ (dated 16 April
2009).
---------------------------------------------------------------------------------------------------------
On page 8, replace subsection 3.4.3 by the following:

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When reading AS8049C Do the following:

The insulation on electrical wires and cables on all Type A, Type B and Type C
seats must meet the fire protection requirements of CS-25, Appendix F, Part I,
(a)(3), or the Aircraft Materials Fire Test Handbook — DOT/FAA/AR-00/12,
Chapter 4.

Section 4 Apply all the subsections unless disregarded or modified as shown below:
-----------------------------------------------------------------------------
On page 14, revise column 5 in Table 4A as follows:

---------------------------------------------------------------------------------------------------------
On page 14, add an additional column in Table 4A as follows:

---------------------------------------------------------------------------------------------------------
On page 14, replace Note (6) in Table 4A by the following:
Use a 190-pound occupant weight to account for the weight of a parachute.
---------------------------------------------------------------------------------------------------------
On page 14, replace Note (4) in Table 4A by the following:
For Type C seats, the load factors may need to be increased according to CS
23.562(d), or CS 23.2270, Amendment 5.
---------------------------------------------------------------------------------------------------------
On page 14, replace Note (2) in Table 4A by the following:
Elective: Increase these load factors as necessary for aircraft-model-specific flight
and ground loads. All the seat adjustment positions and occupancy variations,
including those used in flight, must be evaluated when using these increased load
factors. Load factors at directions other than those prescribed by Table 4A as
modified by this Appendix may be tested. Document the increased load factors
and report them. You must also mark them on the ETSO placard (see Appendix 2,
paragraph (d) of ETSO-C127c).

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When reading AS8049C Do the following:

---------------------------------------------------------------------------------------------------------
On page 17, replace Note (1) in Table 4C by the following:
Applicable only to Type C-N, C-NL1, C-NL2, C-NL3, C-NL4, Type C-U, Type C-C, and
Type C-A seats.

Section 5 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 18, replace Section 5.0 by the following:
The initial qualification of a seat shall be performed by static and dynamic tests.
Computer modelling analytical techniques may be used as established by AC 20-
146, Revision A, paragraph 2.5. The use of computer modelling analytical
techniques must be established by the applicant and accepted by EASA.
---------------------------------------------------------------------------------------------------------
On page 22, replace subsection 5.1.9 by the following:
The load due to any item of mass, including the seat that is not restrained by the
occupant restraint system, must be applied in a representative manner at the CG
of the mass, or with a corrective factor applied in a conservative manner relative
to the CG of the item of mass.
Note: If the retention of an item of mass attached to the seat is demonstrated by
the dynamic qualification tests of subsection 5.3, no further demonstration of
retention for the forward and downward static conditions is required; however,
a demonstration of retention of items of mass for the side, up, and aft static
conditions is still required.
---------------------------------------------------------------------------------------------------------
On page 24, replace subsection 5.3 by the following:
5.3 Dynamic Qualification Tests
This section specifies the dynamic tests to satisfy the requirements of this
document.
For Type A seats: You may demonstrate compliance with the dynamic test
procedures and documentation of subsection 5.3.1 ‘Dynamic Impact Test
Parameters’ to subsection 5.3.9.2 ‘Impact Pulse Shape’ of SAE AS8049C by the
equivalent procedures of FAA AC 25.562-1B, Change 1. The equivalent method
must be included in the document that contains the installation instructions and
limitations, and must be used consistently when evaluating all the variations of
the seat and any subsequent changes to the seat design.
For Type A seats: You can also use the simplified procedures for head injury
criteria (HIC) outlined in AC 25.562-1B, Change 1, instead of the test conditions
in AS8049C subsection 5.3.6.2.
Except for Hybrid III ATDs (49 CFR Part 572, Subpart E) modified in accordance
with SAE Technical Paper 1999-01-1609, the use of an equivalent ATD must be
established by the applicant and accepted by EASA.
---------------------------------------------------------------------------------------------------------
Add subsection 5.3.1.5 as follows:
5.3.1.5 Sensor-driven restraint systems

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When reading AS8049C Do the following:

If a sensor-driven restraint system (e.g. an airbag, inflatable restraint, seatbelt
pre tensioner, deployable panel) is used as part of the seating system, additional
threshold testing must be conducted to ensure that the structural and occupant
injury criteria continue to be met when the sensor-driven restraint system does
not activate. The threshold test must test the seating system at an inertial load
no less than the maximum dynamic impact acceleration allowed by the sensor-
driven restraint system without activating.
For seats with sensor-driven restraint systems, it must be shown that the system
will activate and provide protection under emergency landing conditions where
it is necessary to prevent serious injury to the occupants. The system must
provide a consistent approach to injury protection throughout the range of
occupants (2-year-old child to 95th percentile male) whether it is designed to
manage injury parameters (e.g. HIC, Nij, neck rotation, etc.) or occupant motion.
The system must be included in each test. If sensor driven restraint systems
influence the test results, they must be active during the test.
Seats that require a sensor-driven restraint system to meet the requirements of
this ETSO must include the detailed design definition of the system and any other
information required for installation as part of the document that contains the
installation instructions and limitations.
Sensor-driven restraint systems may be used to control occupant motion. The
intended function of the system must be demonstrated during each applicable
test.
---------------------------------------------------------------------------------------------------------
On page 35, replace subsection 5.3.3.5(i) by the following:
(i) The side-facing seat requirements are defined in Table 3 of the Appendix to
this ETSO.
---------------------------------------------------------------------------------------------------------
On page 35, add subsection 5.3.3.5(j) as follows:
(j) The oblique-facing seat requirements are defined in Table 4 of the Appendix
to this ETSO.
---------------------------------------------------------------------------------------------------------
On page 39, replace subsection 5.3.4.1(a) by the following:
(a) Sled or drop tower vehicle acceleration data measurements must be in
accordance with the Channel Class 60 requirements.
---------------------------------------------------------------------------------------------------------
On page 42, replace subsection 5.3.6.3 by the following:
5.3.6.3 If a non-symmetrical upper torso restraint system (such as a single
diagonal shoulder belt) is used in a system, it must be installed in the test fixture
in a position representative of that in the aircraft.
For a forward-facing seat equipped with a single diagonal shoulder belt, the Test
2 yaw direction must be selected to address the direction which would increase
the likelihood of the occupant not being restrained (typically over the trailing
shoulder) and assessment of the maximum upper torso restraint load, which
requires testing in the critical structural direction. In some cases, this may require
testing in both directions of yaw.

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For a Type A seat, testing per AC-25.562-1B, Change 1, paragraph 3.b(3), may be
used.
---------------------------------------------------------------------------------------------------------
On page 44, replace subsection 5.3.8.3(a) by the following:
(a) Prior to seating the ATD, all the seat adjustments and controls must be set as
indicated in 5.3.6.4. To the extent that they influence the injury criteria, all the
seat adjustments and controls should be in the design position intended for a
50th percentile male occupant. If seat restraint systems are being tested that are
to be used in applications where special requirements dictate their position for
landing or take-off, those positions should be used in the tests.
---------------------------------------------------------------------------------------------------------
On page 44, replace subsection 5.3.8.3(d) and (e) by the following:
(d) Once all lifting devices have been removed from the ATD, it should be rocked
slightly to settle it in the seat.
(e) The ATD's knees should be separated by approximately 4 inches (100 mm).
---------------------------------------------------------------------------------------------------------
On page 47, replace subsection 5.3.9.4 by the following:
5.3.9.4 Head Injury Criteria (HIC)
Head Injury Criterion (HIC) data for determining the HIC needs to be collected
during the tests discussed in this document only if the ATD's head is exposed to
impact on aircraft interior features (not including the floor or the ATD’s own leg)
during the test. The HIC is calculated according to the following equation:

where t1 and t2 are any two points in time (in seconds) during the head impact,
and a(t) is the resultant head acceleration (expressed in g) during the head
impact.
The HIC is a method for defining an acceptable limit, i.e. the maximum value of
the HIC must not exceed 1000 for head impact against interior surfaces in a crash.
The HIC is invariably calculated by computer-based data analysis systems, and
the discussion that follows outlines the basic method for computation. The HIC is
based on data obtained from three mutually perpendicular accelerometers
installed in the head of the ATD in accordance with the ATD specification. Data
from these accelerometers is obtained using a data system conforming to
Channel Class 1000, as described in SAE J211. Only the data taken during head
impact with the aircraft interior needs to be considered; this is usually indicated
by a rapid change in the magnitude of the acceleration data. Film of the test may
show head impacts that can be correlated with the acceleration data by using
the time base common to both the electronic and photographic instrumentation.
Simple contact switches that do not significantly alter the surface profile could
also be used to define the initial contact time.
In many cases, a full system sled test to evaluate specific occupant injury
conditions may not be needed to evaluate a redesign of the seat system that
affects only the HIC. In such cases, the photometric head path data can be

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gathered and used to ensure that no contact will occur, or to define the head
angle and velocity at impact. This data can then be used in a component test of
severity comparable to the whole-system sled test. Other factors, such as the
inertial response of the impact target, must be accounted for in the component
test conditions so that the impact condition is representative. The component
testing methods used for HIC measurements must be demonstrably equivalent
to whole-system sled test HIC measurements.
Additionally, a seat may be designed for use in multiple locations where head
contact against a range of unknown bulkhead targets is anticipated (e.g. front-
row seats). For these seats, the HIC may be measured using a representative
impact target mounted in front of the seat at the installation setback, or a range
of setbacks. This target will represent typical fixtures such as galleys, partitions,
lavatories, and closets, and its stiffness will be representative for those
monuments. If contact occurs, the HIC must not exceed 1000.
When the seat is evaluated against unknown bulkhead targets using a
representative impact target, the detailed design definition of the impact target,
and any other information required for the installation (e.g. the stiffness), must
be included as part of the document that contains the installation instructions
and limitations.
When considering multiple seat pitches or setbacks from interior components, or
considering a range of occupant statures, the HIC evaluation should be made
when a solid head strike occurs during the dynamic test. Regardless of whether
the head contact is a solid strike or a glancing blow, the HIC value must be
calculated and must not exceed 1000.
The ATD head should not sweep by the seat back/interior component with no
apparent interruption in the head path movement, even though there may have
been contact on the top of the head.
The following evaluations of the test data can be used to determine whether a
solid head strike has occurred:
a. A review of the dynamic test videos and evaluation of the ATD
head path movement, head contact, and head reaction at contact
should be made. There should be a noticeable change in the head
movement at the time of contact.
b. A review of the post-test photographs and an evaluation of the
ATD head contact markings should be made. The contact marks
(see subsection 5.3.8.4) should show that the area of the ATD head
contact was not only across the top of the head.
c. A review and evaluation of the ATD head acceleration plots (x, y, z
and resultant) should be made. The resultant ATD head
acceleration plot during the time period in which the critical HIC
calculation was made should show an abrupt change in the head
acceleration. In addition, the individual direction ATD head
acceleration plots should be evaluated to determine which
component direction contributes primarily to the resultant head
acceleration. A primary contribution of the x-component indicates
more of a solid head strike occurring. A primary contribution of the
z-component indicates more of a top of the head contact and the
top of the head moving forward into the seat/interior component
as the head is sweeping by the seat/interior component.

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---------------------------------------------------------------------------------------------------------
On page 49, replace subsection 5.3.9.9 by the following:
5.3.9.9 Femur load (type A-T seats): Data for measuring femur loads can be
collected in the tests discussed in this document if the ATD’s legs contact seats or
other structures. The maximum compressive load in the femur can be obtained
directly from a plot or listing of each femur load transducer output. If the value
of peak acceleration measured in the test exceeds the level given in Figure 6, 7A,
or 7B, the femur load measured in the test may be adjusted by no more than 10
% by multiplying the measured values by the ratio of the peak acceleration given
in Figure 6, 7A, or 7B, divided by the measured peak acceleration, if necessary.
Data need not be recorded in each individual test if a rational comparative
analysis is available for showing compliance. For large clearance installations
(distance from the seat reference point (SRP) to the strike target is greater than
40 inches (100 cm) nominally), no data is necessary to substantiate the femur
loads; however, appropriate limitations must be included in the document that
contains the installation instructions and limitations.
Extensive seat testing has shown that the femur loading criterion is not usually
exceeded; therefore, recording femur loads may not be necessary during the test
if you can show compliance by rational comparative analysis using data from
previous tests. However, the rational analysis must show that the testing applies
to the seat design, and you must include appropriate limitations in the document
that contains the installation instructions and limitations.
---------------------------------------------------------------------------------------------------------
On page 49, replace subsection 5.3.9.12 by the following:
5.3.9.12 Seat Attachment Reactions
The data of the maximum loads imposed on the tracks or fittings at all the seat
attachment points must be collected and recorded (see subsection 5.3.3.2). This
data can be obtained directly from the output of the load cell at each attachment
location.
---------------------------------------------------------------------------------------------------------
On page 50, replace subsection 5.3.10.1.1(e) and (f) by the following:
(e) A statement confirming that the data collection was performed in accordance
with the requirements of this document, or a detailed description of the actual
procedure used and a technical analysis showing equivalence to the
requirements of this document.
Note: Unless otherwise specified in the ETSO, you must obtain EASA approval for
any deviations from the requirements of the AS8049C subsections identified as
the MPS of this ETSO.
(f) The manufacturer, governing specification, serial number, and test weights of
the ATDs used in the tests, and a description of any modifications or repairs
performed on the ATDs that could cause them to deviate from the specification.
Note: Unless otherwise specified in the ETSO, you must obtain EASA approval for
any deviations from the requirements of the AS8049C subsections identified as
the MPS of this ETSO.
---------------------------------------------------------------------------------------------------------
Add subsection 5.4.11 as follows:

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5.4.11 If the ATD is exposed to impact with aircraft interior features during the
test:
(a) if the test uses a Hybrid II ATD, then:
(1) the interaction must not rotate the head about its vertical
axis, relative to the torso, by more than 105 degrees in
either direction from forward facing, or introduce a feature
or surface that produces concentrated loading on the neck,
and
(2) the head centre of gravity must not stop sliding down the
seat back for more than 10 milliseconds while the torso is
still moving downward; or
(b) if the test uses an FAA Hybrid III or equivalent, then:
(1) the interaction must not rotate the head about its vertical
axis, relative to the torso, by more than 105 degrees in
either direction from forward facing, or introduce a feature
or surface that produces concentrated loading on the neck,
and
(2) the Nij (calculated in accordance with 49 CFR 571.208) must
be below 1.0, where Nij = (Fz/Fzc) + (Mocy/Myc), and the
Nij critical values are:
i. Fzc = 1 530 lbf for tension
ii. Fzc = 1 385 lbf for compression
iii. Myc = 229 lbf ft in flexion
iv. Myc = 100 lbf ft in extension
(3) the peak upper neck Fz is less than 937 lbf in tension and
899 lbf in compression.
(c) If testing is first conducted with the Hybrid II ATD and the
interaction could cause serious human injury as defined in
paragraph (a)(2) (e.g. chin snagging on a horizontal seat back
feature), then subsequent testing may be accomplished with the
FAA Hybrid III or equivalent. To show acceptability using the FAA
Hybrid III or equivalent:
(1) the ATD must be positioned so that the chin will strike above
the seat feature which caused the unacceptable interaction
in the initial Hybrid II ATD test,
(2) testing must demonstrate the same behaviour as shown
with the Hybrid II ATD in order for the safety demonstration
to be valid, and
(3) the loads in (b)(1) and (b)(2) must be reported.
(4) If the test demonstrates an acceptable interaction per
paragraph (a)(1), and the loads in (b)(1) and (b)(2) are
below the limits, no further substantiation is necessary.
(5) Due to differing chin shapes and neck stiffnesses, the chin
of the FAA Hybrid III ATD or equivalent may or may not hang
up on the seat feature. If the head stops, the stop time may

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exceed 10 ms provided that the loads in (b)(1) and (b)(2) are
not exceeded.

Section 6 Disregard and refer to paragraph 4 of this ETSO.

Section 7 Disregard
Appendix A No Changes

2.0 This paragraph prescribes the MPS for SAE International ARP5526D ‘Aircraft Seat Design
Guidance and Clarifications’, dated July 2015. When the SAE section recommends (or suggests,
advises, etc.) something, and it is part of the MPS, the recommendation becomes a
requirement. In addition, modify ARP5526D as follows:

Table 2 — SAE ARP5526D

When reading ARP5526D Do the following:

Section 1 Disregard
Section 2 Disregard
Section 3 Disregard all the subsections in Section 3 not listed below. The following
subsections apply as modified:

On page 7, replace subsection 3.2.2. by the following:

3.2.2 Recommended Practice

Seatbelt misalignment is a condition where the seatbelt and/or shackle is
positioned to give the impression that the belt has been properly tightened,
when in fact there is slack in the system or the shackle is positioned so that it will
not carry the force generated in an emergency landing or turbulence condition.
Restraint system anchorages should provide self-aligning features. If self-
aligning features are not provided, the static and dynamic tests in this document
should be conducted with the restraints and anchorages positioned in the most
adverse configuration allowed by the design. The anchorage system must
minimise the possibility of incorrect installation or inadvertent disconnection of
the restraints.
The seat belt installation should not appear to the belted occupant to be properly
adjusted (snug) while there is significant (2.54 cm (1 inch) or more) slack in the
system, which may pay out in an emergency landing situation. For example, the
belt installation should not be able to be caught between seat features such that
the occupant would not know that there was slack in the belt, which could allow
the occupant to slide forward during an emergency landing or turbulence.
When the seat system is adjusted to and from all in-flight positions, it must not
allow the occupant restraint to become trapped or damaged in the seat
structure or mechanisms.
To evaluate this requirement, translate the unoccupied seat through all the
adjustable positions with the restraint system unfastened and the seat cushions
installed. Evaluate the size and location of any gap created for the potential of
the unfastened restraint to become trapped or damaged with subsequent seat
motion.
To test the installed seat belt for misalignment, the seat should be positioned in
its taxi, take-off and landing conditions. Installations on seats having bottom

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cushions that can be removed or incorrectly repositioned without tools should
be evaluated with the cushions installed, removed and incorrectly repositioned.
The belt and shackle combination should be manipulated with one hand in an
attempt to place the restraint in a non-design configuration where it could carry
the seatbelt adjustment forces. Particular effort should be made to place the
restraint in a position that the restraint forces would not be applied to the hook
of the shackle in the same manner as they would be applied in a straight tension
pull on the belt. Attempts should be made with the restraint in its normal shape,
a single twist of the webbing and/or a single fold of the webbing. Typical areas
around the restraint shackle that should be checked are the plastic shrouding
around the armrest, the hydraulic seat recline device, the seat pan, anti-rotation
brackets/stops, seat pan supports and exposed fasteners. If a condition of
potential misalignment is identified, the seatbelt and shackle, in that condition,
should be loaded by a restorative force of 22.2 N (5 pounds) applied through the
belt in the direction in which it would be loaded in the emergency landing or
turbulence situation. If the load is carried in the misaligned condition, the design
is unacceptable. The examples in subsection 3.2.3 illustrate various
misalignment conditions that have been found to be unacceptable, as indicated.
These examples are not intended to be all inclusive.
To test the belt for inadvertent disengagement, where disengagement is defined
as the separation of the restraint’s attachment fitting from the seat structure,
the belt should be tested in all orientations with the seat in the taxi, take-off and
landing conditions with the seat cushions installed. Interactions with belts in
adjacent seats, where the belts could be inadvertently crossed and used by
occupants in those adjacent seats, must be evaluated for the possibility of
disengagement.
---------------------------------------------------------------------------------------------------------
On page 13, replace subsection 3.3.2 by the following:

3.3.2 Recommended Practice

The terms ‘life preserver’, ‘life vest’ and ‘life jacket’ may be used
interchangeably. When life preserver stowage provisions are included as part of
the seat design, the stowage provisions must provide access to a life preserver
for each seating position. The life preserver stowage must be designed and
located such that the requirements of this section are met. The installation,
operating and maintenance instructions must also reflect the requirements of
this section. For example, the installation instructions must account for the
allowable life preserver weight and size, and marking requirements, as well as
the required unobstructed area to remove the life preserver from the container.
Furthermore, the operating instructions must report the detailed content of the
simulated preflight briefing and any special instructions for unique aspects of the
operation of the design that should be considered for operational use and
continued performance.
a. The life preserver must be restrained under all applicable loading
conditions; i.e. the retention device must not allow the preserver to come
free during emergency landing static and dynamic conditions, taxi, take-
off, landing, turbulence, and during stowage and removal of underseat
baggage.
b. Any life preserver locating placard installed on the seat must accurately
state the location of the life preserver and be adequately marked per
3.8.2 of ARP5526D, as modified by this Appendix (e.g. ‘LIFE PRESERVER

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UNDER CENTRE ARMREST’). For life preserver locations other than under
the seat or under a console between the seats, mark ‘LIFE PRESERVER’ or
‘LIFE PRESERVER INSIDE’ on the container or compartment, unless the
location is identified with a pull strap. Pull straps must be red or labelled
‘PULL’ or ‘PULL FOR LIFE PRESERVER’ in a contrasting colour.
A symbolic placard may be used in lieu of text provided it has been shown
to be comprehensible to the flying public. For seats intended to be
installed in sequential rows, a placard may be fixed on the seat back,
stating the location of the life preserver for the occupant seated behind.
c. The retrieval path of the life preserver must be free of obstructions due to
movement of the life preserver container, and/or seat or aircraft
components (e.g. seat legs, cushions, baggage bars, shrouds, etc.) when
the seat is in the configuration for taxi, take-off and landing.
d. The life preserver stowage must not present any sharp edges or points
that could damage the life preserver or cause injury to the occupants.
e. For underseat pan storage on passenger seats (excluding centre console
storage):
1) a pull strap must be connected to the life preserver, or a pull strap
or latch must be on the compartment opening, such that when the
strap or latch is pulled, the preserver is presented on the strap or
the occupant can reach into the compartment to retrieve the life
preserver;
2) the life preserver must be located no more than 3 inches (7.62 cm)
aft of the front edge of the seat bottom (i.e. the seat frame or
cushion), whichever is further forward;
3) unless limited by seat cushions or structures (e.g. the seat leg,
floor, etc.), designs utilising a pull strap must permit retrieval of
the life preserver when pulled from any angle between:
a) 45 degrees up and 50 degrees down from the horizontal
plane,
b) 45 degrees left and 45 degrees right from the container
centre line;
4) for designs utilising a pull strap, normal seat operation or
underseat baggage storage activities must not sweep the pull
strap into an unreachable location;
5) the life preserver container, or compartment, as installed on the
seat must protect the life preserver from inadvertent damage
from normal passenger movements such as the stowage and
removal of underseat baggage.
f. Demonstrate that the life preserver is within easy reach of, and may be
readily removed by a seated and belted occupant (shoulder strap(s) may
be removed prior to demonstration), for all seat orientations and
installations that are intended for use during taxi, take-off and landing.
In lieu of an actual life preserver, a representative object (e.g. in size and
weight) may be utilised for testing. The evaluation to quickly retrieve the
preserver is to begin with the occupant in the seated position, hands in
their lap. Timing begins with the movement of their hand(s) from their
lap to reach for the preserver, and ends with the occupant having the

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preserver in their hand(s) and fully removed from the stowage container.
It does not include the time for the occupant to return to the upright
position, to remove a pull strap from the preserver (if used) or to open the
preserver package provided by the preserver manufacturer. Test the
critical configuration(s) (including the minimum approved seat pitch for
passenger seats, and the most confined surrounding area for the flight
attendant and cockpit seats) to demonstrate retrieval in less than 10
seconds by a minimum of 5 test subjects with a success rate of no less
than 75 per cent. The test must evaluate three anticipated occupant test
subject size categories: the 5th, 50th and 95th percentile. At least one
occupant from each size category must demonstrate successful retrieval
within 10 seconds. The test subjects for either the 5th or 95th percentile
occupant category must not exceed 40 % of the overall test subject
population.
1) For passenger seats, the test subjects must be naïve. For the
purpose of this test, naïve test subjects are defined as ones who
must have had no experience within the prior 24 months in
retrieving a life preserver. The subjects must receive no retrieval
information other than a typical preflight briefing. The occupant
size categories to be evaluated must be defined as follows:
a. a 5th percentile occupant is no taller than 60 inches
(1.5 m),
b. a 50th percentile occupant is at least 63 inches (1.6 m) tall
but no taller than 70 inches (1.8 m),
c. a 95th percentile occupant weighs at least 244 lb
(110.7 kg).
2) For flight attendant and observer seats, the test subjects do not
need to be naïve. The occupant size categories to be evaluated
must be defined as follows:
a. a 5th percentile occupant is no taller than 60 inches
(1.5 m),
b. a 50th percentile occupant is at least 63 inches (1.6 m) tall
but no taller than 70 inches (1.8 m),
c. a 95th percentile occupant weighs at least 244 lb
(110.7 kg).
3) For pilot/co-pilot seats, the test subjects do not need to be naïve.
The occupant size categories to be evaluated must be defined as
follows:
a. a 5th percentile occupant is no taller than 62 inches
(1.57 m),
b. a 50th percentile occupant is at least 63 inches (1.6 m) tall
but no taller than 70 inches (1.8 m),
c. a 95th percentile occupant weighs at least 244 lb
(110.7 kg).
---------------------------------------------------------------------------------------------------------
On page 14, replace subsection 3.3.3 by the following:

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3.3.3 Recommended Practice for Life Vests in Leg Rests
All the requirements under 3.3.2 are applicable to life vests in leg rests, with the
following additions:
— Retrieval of life vest
The footrest must not impact on the accessibility of the pull strap or life vest, and
must be evaluated in all its positions to ensure that it can be readily moved out
of the way.
— Inadvertent opening
The life vest container must not be susceptible to inadvertent opening by a
seated occupant’s foot or feet.
— Effect of static and dynamic deformations on life vest retrievability
The distance between the life vest container post deformation (plastic
deformation only) and the aircraft floor should be such that the retrieval of the
life vest will not be obstructed. Seat tracks and track covers should be
considered.
---------------------------------------------------------------------------------------------------------
3.6.2 for Type A-T seats, apply as written.
3.7.2 for Type A-T seats, apply as written.
---------------------------------------------------------------------------------------------------------
On page 20, replace subsection 3.8.2 by the following:

3.8.2 Recommended Practice

Safety placards on occupant seats should be permanently affixed, located such
that they cannot be easily obscured, and of a type that cannot be easily erased.
The height and colour contrast of the lettering should be sufficient to allow the
placard to be read by the intended occupant (e.g. a placard located on the back
of the seat should be designed to allow the occupant seated behind to easily read
it at the anticipated installed pitch.)
---------------------------------------------------------------------------------------------------------
3.10.2: apply as written.
3.11.2: apply as written.
---------------------------------------------------------------------------------------------------------
On page 29, replace subsection 3.12.2 by the following:

3.12.2 Recommended Practice

Edges that could cut skin during normal use (including edges on electrical
equipment) should be eliminated, and for maintenance, should be minimised. To
be considered non injurious, edges that are accessible (as defined in subsection
3.11.2.1) and could cut skin during normal use must meet either of the standards
listed below:
1. NASA Standard 3000 Volume I (NASA–STD-3000 Vol I), Man-Systems
Integration Standards, Revision B, July 1995, Section 6.3.3,
or
2. UL 1439, Standard for Tests for Sharpness of Edges on Equipment, Edition
4, 26 February 1998, with revisions up to 6/1/2004.

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In addition, the seat should not have any features whose edges or corners are
exposed when deployed and present an impediment to an occupant’s egress
(e.g. a cocktail table, seat back and in-arm video, flip-out PCU, ashtray, etc.).
---------------------------------------------------------------------------------------------------------
On page 30, replace subsection 3.13.2 by the following:

3.13.2 This section recommends a test method that demonstrates that items on
seats located within the striking radius of the head are not injurious to the
occupant of a seat or a nearby seat. The component tests are defined in FAA
Policy Memo ANM-03-115-31, and in this context, the striking radius of the head
is defined in AC 25-17A, Change 1, Section 25.785.88.b(8), see Figure 88-2.

3.14.2: apply as written.

3.15.2: apply as written.
3.17.2: apply as written for Type A-T passenger seats.
---------------------------------------------------------------------------------------------------------
On page 46, replace subsection 3.19.2 by the following:

3.19.2 Recommended Practice

Flight crew seats (cockpit) and restraints should accommodate adult occupants
ranging in stature (standing height) from 5 feet 2 inches (1.57 m) to
6 feet 3 inches (1.9 m).
Flight attendant seats and restraints should accommodate adult occupants
ranging in stature (standing height) from a 5th percentile female to a 95th
percentile male according to Table 7. If required, additional anthropometric
measurements can be obtained from the CAESAR study (reference 2.1.2).
Table 7 — CAESAR anthropometric database sitting and standing heights

Crew restraint systems, while fastened, should neither significantly impede

access to controls nor prevent the crew from performing their duties.
---------------------------------------------------------------------------------------------------------
3.20.2: apply as written.
3.21.2: apply as written.
3.24.2: apply as written.
---------------------------------------------------------------------------------------------------------
On page 50, replace subsection 3.25.2 by the following:

3.25.2 Recommended Practice

Where the seat being reclined could adversely affect emergency evacuation, the
passenger seat recline and control mechanisms should have an override feature
so that the reclined seat back may be moved to the upright position without
activating the recline control button.
---------------------------------------------------------------------------------------------------------

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3.32.2: apply as written.

In addition, the selected seat reference point (SRP) method must be

documented, and must be used consistently when evaluating all variations of
the seat ETSOA model and subsequent changes to the seat ETSOA model design.
---------------------------------------------------------------------------------------------------------
Add ‘3.41.2 Recommended Practice’ as follows:

3.41.2 Recommended Practice

The passenger should not have ready access to the internal contents or electrical
connections of any electrical components on the seat.

3.0. Side-facing seats must meet the requirements of Table 3 of the Appendix to this ETSO. It
prescribes the MPS for SAE International AS8049/1B, ‘Performance Standards for Side-Facing
Seats in Civil Rotorcraft, Transport Aircraft, and General Aviation Aircraft’, dated December
2016. When the SAE section recommends (or suggests, advises, etc.) something, and it is part
of the MPS, the recommendation becomes a requirement. For the purpose of meeting the side-
facing seat requirements of Table 3 of the Appendix to this ETSO, all the references to ‘AS8049C’
must be replaced by ‘AS8049C as modified by Table 1 of the Appendix to this ETSO’. In addition,
SAE AS8049/1B is modified as follows:
Table 3 — SAE AS8049/1B
When reading AS8049/1B Do the following:
Section 1 Apply all the subsections unless disregarded or modified as shown below:
-------------------------------------------------------------------------------------------------------
On page 3, replace subsection 1.1 by the following:

1.1 Purpose
This SAE Aerospace Standard (AS) defines the Minimum Performance Standards
(MPSs), qualification requirements, and minimum documentation requirements
for side-facing seats in civil rotorcraft, transport aircraft, and general aviation
aircraft. The goal is to achieve comfort, durability, and occupant protection under
normal operational loads and to define test and evaluation criteria to
demonstrate occupant protection when a side-facing seat/occupant/restraint
system is subjected to statically applied ultimate loads and to dynamic test
conditions.
---------------------------------------------------------------------------------------------------------
On page 3, replace subsection 1.3 by the following:

1.3 Seat Types

This document covers all passenger and crew seats except pilot and co-pilot
seats. Additionally, flight attendant seats are excluded for Type A-T seats.

Section 2 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 4, replace subsection 2.1 by the following:
2.1 Applicable Documents

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When reading AS8049/1B Do the following:

This document is explicitly linked with and cannot be used without AS8049C. The
requirements of each section of AS8049C apply to this document unless
specifically modified by this document. Sections 3 to 7 of this document note only
differences between the standards of this document and the standards of
AS8049C. Sections 8 and 9 are reserved for future use, and the content specific
to side-facing seats is found in Section 10. Test pulse evaluations must use the
method defined in AS8049C Appendix A.

Section 3 Apply as written

Section 4 Apply as written
Section 5 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 8, subsection 5.3 is modified by adding subsection 5.3.1.5 as follows:
5.3.1.5 If smaller occupants are permitted to occupy the seat, the range of
occupants must include a 2 year-old child up to a 95th percentile male (see 10.8
for further discussion on the range of occupants). This requirement applies
whether the sensor-driven restraint system is designed to manage injury
parameters (HIC, neck rotation, etc.) or occupant motion.
Side-facing seating systems, including sensor-driven restraint systems, must be
shown to meet the occupant injury criteria of subsection 10.7, as modified by this
Appendix, throughout the entire range of yaw that encompasses installation
angles ± 10 degrees relative to the aircraft longitudinal axis.
If a shoulder belt incorporating an airbag is used, care must be taken when
placing the webbing load cell to ensure that an accurate measurement is made
and that the load cell does not affect the performance of the airbag.

Section 6 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 12, replace Section 6 by the following:
6. Markings
The requirements prescribed in paragraph 4 of this ETSO are applicable to all
side-facing seats, with the exception that side-facing seats must also be identified
with the applicable occupant limitations prescribed by subsection 10.8.

Section 7 Disregard
Section 10 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 12, add subsection 10.1.2.1 as follows:
10.1.2.1 When a contactable item is not part of the seat design (e.g. interior
furnishing, bulkhead) and is evaluated per subsection 10.1.2, then the detailed
design definition of the contactable item evaluated per subsection 10.1.2 and any
other information required for the installation (e.g. stiffness) must be included as
part of the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 13, add subsection 10.2.2.1 as follows:

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When reading AS8049/1B Do the following:

When a contactable item is not part of the seat design (e.g. interior furnishing,
bulkhead) and is evaluated per subsection 10.2.2, then the detailed design
definition of the contactable item evaluated per subsection 10.2.2 and any other
information required for the installation (e.g. stiffness) must be included as part
of the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 13, replace subsection 10.3.1 by the following:
10.3.1 Occupant Simulation
Injury assessments must be evaluated for all the seat places of a multiple
occupant seat structure. Injury assessments must be accomplished by performing
one test with ES-2re ATD (49 CFR Part 572 Subpart U) at all seat places.
Alternatively, these assessments must be accomplished by multiple tests that use
an ES-2re in the seat place being evaluated, and a Hybrid II ATD (49 CFR Part 572,
Subpart B) or its equivalent in all the seat places forward of the one being
assessed, to evaluate the occupant interactions. In this case, the seat places aft
of the one being assessed may be unoccupied.
---------------------------------------------------------------------------------------------------------
On page 14, add subsection 10.3.2.1 as follows:
10.3.2.1 When a contactable item is not part of the seat design (e.g. interior
furnishing, bulkhead) and is evaluated per subsection 10.3.2, then the detailed
design definition of the contactable item evaluated per subsection 10.3.2 and any
other information required for the installation (e.g. stiffness) must be included as
part of the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 14, add subsection 10.3.3.1 as follows:
10.3.3.1 When a contactable item is not part of the seat design (e.g. interior
furnishing, bulkhead) and is evaluated per subsection 10.3.3, then the detailed
design definition of the contactable item evaluated per subsection 10.3.3 and any
other information required for the installation (e.g. stiffness) must be included as
part of the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 17, replace subsection 10.7, Item 5, by the following:
5. Leg: Axial rotation of the upper-leg (femur) is limited to 35 degrees in either
direction from the nominal (pre-test) ATD seated position. This limit only applies
to femur axial rotations caused by the lateral (relative to the ATD) swinging
action of the lower legs, and not to any rotations caused by other leg articulations
or rebound motion. For the purposes of this criteria, the rebound begins when
the forward motion of the lower leg has stopped. The rotation can be measured
by using video evidence or femur axial rotation sensors on the ATD.
For threshold tests only, if the pulse used for the threshold test has a lower energy
than the research pulse used to develop the criteria (see FAA Report
DOT/FAA/AM-17/2, ‘Supplemental Injury Risk Considerations for Aircraft Side-
Facing Seat Certification’, dated January 2017), it is not necessary to meet the
leg axial rotation requirement of AS8049/1B, subsection 10.7, Item 5, as modified
by this Appendix.

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4.0. Oblique-facing seats must meet the requirements of Table 4 of the Appendix to this ETSO. It
prescribes the MPS for SAE International SAE AS6316, ‘Performance Standards for Oblique
Facing Passenger Seats in Transport Aircraft’, dated June 2017. When the SAE section
recommends (or suggests, advises, etc.) something, and it is part of the MPS, the
recommendation becomes a requirement. For the purpose of meeting the oblique-facing seat
requirements of Table 4 of the Appendix to this ETSO, all the references to ‘AS8049C’ must be
replaced by ‘AS8049C as modified by Table 1 of the Appendix to this ETSO’. In addition, we have
also modified AS6316 as follows:

Table 4 — SAE AS6316

When reading AS6316 Do the following:
Section 1 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 3, replace subsection 1.1 by the following:
1.1 Purpose
This SAE Aerospace Standard (AS) defines the Minimum Performance Standards
(MPSs), qualification requirements, and minimum documentation requirements
for oblique-facing seats in transport aircraft. The goal is to achieve comfort,
durability, and occupant protection under normal operational loads and to define
test and evaluation criteria to demonstrate occupant protection when an
oblique-facing seat/occupant/restraint system is subjected to statically applied
ultimate loads and to dynamic test conditions.
These criteria are limited to seats with an occupant facing direction greater than
18° and no greater than 45° relative to the aircraft longitudinal axis. Seats
installed at angles greater than 30° relative to the aircraft longitudinal axis must
have an energy-absorbing rest or shoulder harness and must satisfy the criteria
listed in Table 2 as modified by this Appendix.
---------------------------------------------------------------------------------------------------------
On page 3, replace subsection 1.2 by the following:
1.2 Seat Types
This document covers only Type A-T passenger seats.

Section 2 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 3, replace subsection 2.1 by the following:
2.1 Applicable Documents
This document is explicitly linked with and cannot be used without AS8049C. The
requirements of each section of AS8049C apply to this document unless
specifically modified by this document. Sections 3 through 7 of this document
note only the differences between the standards of this document and the
standards of AS8049C. Sections 8 and 9 are reserved for future use, and the
content specific to oblique-facing seats is found in Section 10. Test pulse
evaluations must use the method defined in AS8049C Appendix A.
---------------------------------------------------------------------------------------------------------
On page 3, disregard Section 2.1.1.

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When reading AS6316 Do the following:

Section 3 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 7, disregard the modification to subsection 3.4.1.

Section 4 Apply as written

Section 5 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 7, subsection 5.3.4.1 is modified by adding the following:
g. The ATD neck forces shall be measured in accordance with the
requirements of Channel Class 1000.
h. The ATD neck forces used for calculating Nij shall be measured in
accordance with the requirements of Channel Class 600.
i. The ATD neck moments shall be measured in accordance with the
requirements of Channel Class 600.
j. The ATD spine accelerations shall be measured in accordance with the
requirements of Channel Class 180.
k. The leg axial rotation obtained from the measured leg angular velocity by
integration shall require angular velocity data measured in accordance with the
requirements of Channel Class 180.
---------------------------------------------------------------------------------------------------------
On page 7, subsection 5.3.1.5 is modified by adding the following:
Oblique-facing seating systems including sensor-driven restraint systems must be
shown to meet the occupant injury criteria of Table 2 as modified by this
Appendix throughout the entire range of yaw that encompasses installations at
± 10° relative to the aircraft longitudinal axis.

Section 6 Disregard

Section 7 Disregard

Section 10 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 9, add subsection 10.1.2.1 as follows:
10.1.2.1 When a contactable item is not part of the seat design (e.g. interior
furnishing, bulkhead) and is evaluated per subsection 10.1.2, then the detailed
design definition of the contactable item evaluated per subsection 10.1.2 and any
other information required for the installation (e.g. stiffness), must be included
as part of the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 10, add subsection 10.2.2.1 as follows:
10.2.2.1 When a contactable item is not part of the seat design (e.g. interior
furnishing, bulkhead) and is evaluated per subsection 10.2.2, then the detailed
design definition of the contactable item evaluated per subsection 10.2.2 and any
other information required for the installation (e.g. stiffness) must be included as
part of the installation instructions and limitations document.

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When reading AS6316 Do the following:

---------------------------------------------------------------------------------------------------------
On page 11, replace Table 2, ‘Neck’, Item (4), by the following:
The neck must not impact on any surface that would produce significant
concentrated loading on the neck.
---------------------------------------------------------------------------------------------------------
On page 12, in Table 2, ‘Femur’, add Item (1) as follows:
Note: If contact occurs with other structure that is not part of the seat design
(e.g. interior furnishing, bulkhead) and is evaluated during the axial compressive
load, then the detailed design definition of the item must be included as part of
the installation instructions and limitations document.
---------------------------------------------------------------------------------------------------------
On page 12, in Table 2, ‘Femur’, add Item (2) as follows:
Note: For threshold tests only, if the pulse used for the threshold test has a lower
energy than the research pulse used to develop the criteria (see FAA Report
DOT/FAA/AM-17/2, ‘Supplemental Injury Risk Considerations for Aircraft Side-
Facing Seat Certification’, dated January 2017), it is not necessary to meet the
leg axial rotation requirement of Table 2 as modified by this Appendix, Femur,
Item (2).

5.0. Table 5 of the Appendix to this ETSO prescribes the MPS for SAE International ARP6337, ‘Design,
Manufacturing, and Performance Standard for Composite Materials Used on Aircraft Seat
Structures’, dated November 2020. When the SAE section recommends (or suggests, advises,
etc.) something, and it is part of the MPS, the recommendation becomes a requirement. For
the purpose of meeting the requirements of Table 5 of the Appendix to this ETSO, all the
references to ‘AS8049’ and ‘ARP5526’ must be replaced by ‘AS8049C as modified by Table 1 of
the Appendix to this ETSO’ and ‘ARP5526D as modified by Table 3 of the Appendix to this ETSO’
respectively.
In addition, SAE ARP6337 is also modified as follows:
Table 5 — SAE AS63376
When reading AS6337 Do the following:
Section 1 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 3, replace Table 1 by the following:

Seat Type Aircraft Category Applicable CSs

A-T Large (Transport) CS-25

Aeroplane

C General Aviation CS-23

Aircraft — All
categories as specified
in 1(1)(c) of this ETSO

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When reading AS6337 Do the following:

Section 2 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 6, disregard 2.1.

Section 3 Apply as written

Section 4 Apply as written

Section 5 Apply as written

Section 6 Apply all the subsections unless disregarded or modified as shown below:
---------------------------------------------------------------------------------------------------------
On page 18, Section 6 is modified as follows:
6. Optionally, the composite seat structure can be subjected to the following
environmental conditions described in EUROCAE ED-14/RTCA DO-160, according
to paragraph 2.1 of CS-ETSO Subpart A, as outlined in Table 2 below. Comparison
by similarity is acceptable if the test data is directly applicable to the material
system, design details, and environmental conditions characteristic of the
application. Testing may be combined sequentially to reduce the number of tests
and optimise the use of test resources as noted in Section 3.2 of EUROCAE ED-
14/RTCA DO 160.
---------------------------------------------------------------------------------------------------------
On page 18, Section 6.1 is modified as follows:
6.1 Fluid Susceptibility
The composite seat structure should be exposed to the fluids at the temperatures
listed in Table 3 using one of the methods described in EUROCAE ED-14/RTCA DO-
160, according to paragraph 2.1 of CS-ETSO Subpart A, Section 11.0. Resin-
dominated shear tests are best for detecting the effects of solvent exposure on
resins; refer to DOT/FAA/AR-02/109 for guidance on the recommended tests. The
solvent exposure and subsequent testing should be conducted at the
temperatures expected during service.
---------------------------------------------------------------------------------------------------------
On page 18, Section 6.2 is modified as follows:
6.2 Waterproofness
The composite seat structure shall withstand the effects of liquid water falling
onto the seat, or the effects of condensation. The seat system shall be tested per
Section 10.3.2 (drip test only) of EUROCAE ED-14/RTCA DO-160, according to
paragraph 2.1 of CS-ETSO Subpart A. The seat manufacturer shall be able to
demonstrate that the seat and the associated components are not adversely
affected by the parameters considered.

Section 7 Apply as written

Section 8 Disregard

Appendix A Disregard

[Amdt ETSO/11]
[Amdt ETSO/17]

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APPENDIX 2 TO ETSO-C127c – ELECTIVE MPS FOR ROTORCRAFT,

TRANSPORT AEROPLANE, AND SMALL AEROPLANE SEATING SYSTEMS
ED Decision 2022/018/R

Compliance with the MPS described in these paragraphs is elective; however, the MPS must be
followed for the MPS with which the applicant has elected to comply. Deviations from an elective MPS
must be approved by EASA. Applicants should document and report which elective MPS
subparagraphs they complied with so they can receive credit under this ETSO. In addition, see ETSO
paragraph 4(a)(1) for the marking requirements.
a. Step Load on Baggage Bars: For seats where the baggage restraint allows application of a foot
step load, apply the test criteria of ARP5526D, subsection 3.7.2. The testing must not degrade
either the basic forward nor the side load carrying capabilities noted in AS8049C Table 4A, nor
result in deformation, thus posing a tripping hazard.
b. Electrically Actuated Features: For seats with electrically actuated moving parts, which could
potentially entrap and cause injury to passengers, apply ARP5526D, subsection 3.18.2.
c. Secondary Structure Abuse Loads: For seats that include the features listed in ARP5526D,
Section 3.26.2, Table 9, apply the loads within the table to qualify the design.
d. Testing to Higher Static Loads: To substantiate seats to load factors higher than those specified
in Table 4A of AS8049C, or to combine load factors, the higher load factors must be reported.
The higher load factors must be marked on the ETSO placard.
e. Hand Holds: For seats designed to provide a handhold for passengers moving about the
aeroplane, apply ARP5526D, Section 3.1.2.
f. Batteries Containing Lithium: For seats with batteries containing lithium in their design, test and
meet the requirements defined in ETSO-C142b (or later EASA-approved ETSO for
non-rechargeable lithium batteries) or ETSO-C179b (or later EASA-approved ETSO for
rechargeable lithium batteries). An ETSO approval does not include installation approval in an
aircraft, and special conditions may be required to gain installation approval if the design
includes lithium batteries
g. Flammability — Large Exposed Non-metallic Parts: For Type A seats incorporating non-
traditional, large non-metallic panels in their design, test and meet the fire protection provisions
of Appendix F, Parts IV and V (heat release and smoke emission) of CS-25. Demonstrate the fire
protection properties of the materials by using the methods provided in FAA policy statement
PS ANM-25.853-01-R2, ‘Flammability Testing of Interior Materials’, which may permit
substantiation based on previously tested materials, and SAE ARP6199A, ‘Method to Evaluate
Aircraft Passenger Seats for the Test Requirements of 14 CFR Part 25 Appendix F,
Parts IV and V’. Although ARP6199A provides an acceptable compliance method for
determining which panels on the seat must be evaluated and substantiated to comply with
certain special conditions, the intent is to limit the quantities of materials that do not comply
with the smoke emission and heat release test requirements.
In addition, report which parts meet the requirements of Appendix F, Parts IV and V, as part of
your ETSO-furnished data.

[Amdt ETSO/11]
[Amdt ETSO/17]

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ETSO-C137a
ED Decision 2022/018/R

AIRCRAFT PORTABLE MEGAPHONES

1 Applicability
This ETSO provides the requirements that portable aircraft megaphones that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in SAE International’s Aerospace Standard
(AS) 4950B, ‘Design and Performance Criteria for Transport Aircraft Portable
Megaphones’, dated March 2007, as modified by Appendix 1 to this ETSO.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
3.2.2 Embedded Batteries
See CS-ETSO, Subpart A, paragraph 2.8.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.

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5 Availability of Referenced Documents

See CS-ETSO, Subpart A, paragraph 3.
[Amdt ETSO/17]

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APPENDIX 1 TO ETSO-C137a — MPS FOR AIRCRAFT PORTABLE

MEGAPHONES
ED Decision 2022/018/R

SAE International’s Aerospace Standard (AS) AS4950B, ‘Design and Performance Criteria for Transport
Aircraft Portable Megaphones’, dated March 2007, is modified as per Table 1 below.

Table 1 — Modification of AS4950B, ‘Design and Performance Criteria for Transport Aircraft Portable Megaphones’

Location in Initial AS4950B text Amending text

AS4950B
3.4.1 All materials used except small parts Compliance shall be shown with the
(knobs, triggers, fasteners, seals, and flammability test specified in EUROCAE
small electrical parts) that would not ED-14G / RTCA DO-160G, Section 26 for
contribute significantly to the Category C: Flammability. If ignition
propagation of a fire shall be self- occurs inside or outside the equipment,
extinguishing when tested in the equipment shall not propagate the
accordance with the applicable flame.
requirements of 14 CFR 25.853.

[Amdt ETSO/17]

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ETSO-C139a A1
ED Decision 2022/018/R

AUDIO SYSTEMS AND EQUIPMENT

1 Applicability
This ETSO provides the requirements that Audio Systems and Equipment that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in RTCA DO-214A, ‘Audio Systems
Characteristics and Minimum Performance Standards for Aircraft Audio Systems
and Equipment’, dated 18 December 2013 as modified by Appendix 1 to this ETSO.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.
[Amdt ETSO/11]
[Amdt ETSO/17]

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APPENDIX 1 TO ETSO-C139a A1 — CORRECTION TO RTCA DO-

214A, ‘AUDIO SYSTEMS CHARACTERISTICS AND MINIMUM
PERFORMANCE STANDARDS FOR AIRCRAFT AUDIO SYSTEMS AND
EQUIPMENT’
ED Decision 2022/018/R

A1.1 Introduction
This Appendix corrects RTCA DO-214A, ‘Audio Systems Characteristics and Minimum Performance
Standards for Aircraft Audio Systems and Equipment’, regarding an optical character recognition error
in the value of a test capacitor in a test procedure not detected during the peer review process. The
value was ‘1E-14 F (0.01 pF)’ instead of the required ‘1E-8 F (0.01 µF)’, so it was six orders of
magnitude too low for interphone channels.
In addition, this Appendix clarifies RTCA DO-214A, ‘Audio Systems Characteristics and Minimum
Performance Standards for Aircraft Audio Systems and Equipment’, regarding an ambiguous
requirement for the HOT microphone feature in Section 1.4.5.
A1.2 Correction
In Section 2.8.2.9 of RTCA DO-214A, ‘Audio Systems Characteristics and Minimum Performance
Standards for Aircraft Audio Systems and Equipment’, ‘0.01 pF’ is replaced by ‘10 nF’.

[Amdt ETSO/17]

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ETSO-C157c
ED Decision 2022/018/R

FLIGHT INFORMATION SERVICES-BROADCAST (FIS-B) EQUIPMENT

1 Applicability
This ETSO provides the requirements that Aircraft Flight Information Services-Broadcast (FIS-B)
Data Link Systems and Equipment that are designed and manufactured on or after the date of
this ETSO must meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
These standards apply to equipment intended to display weather and other non-
air-traffic-control-related flight advisory information to pilots in a manner that will
enhance their awareness of the conditions of flight.
The applicable standards are those provided in RTCA document DO-267A,
‘Minimum Aviation System Performance Standards (MASPS) for Flight Information
Services-Broadcast (FIS-B) Data Link’, Rev. A dated 29 April 2004 or DO-358A,
‘Minimum Operational Performance Standards (MOPS) for Flight Information
Services-Broadcast (FIS-B) with Universal Access Transceiver (UAT)’, dated
27 June 2019 defined in the following Table 1.
The applicant shall demonstrate the required functional performance under the
test conditions as specified in Table 1.
Table 1 — Equipment classes for FIS-B

Equipment Equipment Name Functionality Test conditions

Class
1 FIS-B Equipment using RTCA/DO358A Sections RTCA/DO-358A,
Universal Access 2.1, 2.2 and 2.3. Sections 2.2 and 2.3, which
Transceiver (UAT) and In accordance with are applicable to the FIS-B
Interoperable with the Section 2.1.9, ‘Equipment Equipment Class(es)
Surveillance and Broadcast Classes’, this includes the implemented within the
Services (SBS) Provider requirements in equipment as determined
Appendix K, DO-358A by
EQUIPMENT CLASS TO DO-358A Table 2-1, Table
REQUIREMENT MAPPING, K-1, and Table 2-33 and
for all the applicable FIS-B Section 2.4.
Equipment Class(es) in
Table 2-1, FIS-B Equipment
Classes, for which the

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Equipment Equipment Name Functionality Test conditions

Class
manufacturer seeks ETSO
authorisation.
Manufacturers may
implement as many, or as
few, of the FIS-B
Equipment Classes
identified in Table 2-1 as
are desired in their FIS-B
equipment. Identify the
supported FIS-B Equipment
Classes in accordance with
paragraph 4 of this ETSO.

2 FIS-B Equipment not RTCA/DO-267A Section 2 RTCA/DO-267A, Section 4.

Interoperable with the SBS (except 2.1.4; 2.2.12; and
Provider 2.2.13) and Section 3.8.

Note: This ETSO is intended for equipment used in the US National Airspace
System. UAT is not intended to be operated in European airspace.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
Failure of the function defined in paragraph 3.1.1 resulting in misleading weather
or flight advisory information is a minor failure condition.
Loss of the function defined in paragraph 3.1.1 is a minor failure condition.
3.2.2 Manual
The applicant shall produce a manual that includes operating instructions and
equipment limitations. This manual must state the following:
‘FIS-B information may be used for pilot planning decisions focused on updating the
pilot’s awareness of the dynamic flight environment, including avoiding areas of
inclement weather that are beyond visual range and pilot near-term decisions
where poor visibility precludes visual acquisition of inclement weather. FIS-B
weather and NAS status information may be used as follows:
(a) To promote pilot awareness of the own ship location with respect to the
reported weather, including hazardous meteorological conditions; NAS
status indicators to enhance pilot planning decisions; and pilot near-term
decision-making.

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(b) To cue the pilot to communicate with Air Traffic Control, a Flight Service
Station specialist, operator dispatch, or airline operations control centre for
general and mission-critical meteorological information, NAS status
conditions, or both.
FIS-B information, including weather information, NOTAMs, and TFR areas,
are intended for the sole purpose of assisting in long- and near-term planning
and decision making. The system lacks sufficient resolution and the updating
capability necessary for aerial manoeuvring associated with immediate
decisions. In particular, in extreme scenarios, the oldest weather radar data
on the display can be up to 15 to 20 minutes older than the display’s age
indication for that weather radar data. Therefore, do not attempt to use FIS-
B weather information to manoeuvre the aircraft at minimum safe distances
from hazardous weather.
FIS-B information may be used to support the preflight preparation required
by the applicable regulations. However, depending on the intended
operation, FIS-B may not provide all the available aeronautical or
meteorological information concerning the flight. Regulatory compliant
preflight preparation may be accomplished using automated resources or by
contacting a Flight Service Station.’
In addition to the above operating instructions and equipment limitations,
the following paragraph should be added for FIS-B Class 1 equipment only.
(c) ‘FIS-B uplink is an FAA-approved source for METAR , TAF, WINDS, PIREPs,
NEXRAD, AIRMET, SIGMET, and TFR information subject to the range limits
for the broadcast of these products. FIS-B uplink is not an FAA-approved
source for NOTAMs.’
In addition to the above operating instructions and equipment limitations,
the following paragraph should be added for FIS-B Class 2 equipment only.
(d) ‘This FIS-B Class 2 equipment is not interoperable with the FAA SBS provider.’
The manual shall describe in detail the functionality of each FIS-B Equipment Class
(as defined in Table 2-1 of RTCA/DO-358A) implemented within the FIS-B
equipment.
The manual shall describe any deviation in detail.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
(a) The markings shall also identify the Equipment Class as defined in Table 1 of this
ETSO, and for Equipment Class 1 (as defined in Table 1 of this ETSO) shall identify
all the FIS-B Equipment Classes implemented within the FIS-B equipment as listed
in RTCA/DO-358A, Table 2-1, as follows:
(1) Class 1 equipment (as defined in Table 1 of this ETSO) that incorporates all
the FIS B products listed in RTCA/DO-358A, Table 2-1, shall be marked as
‘Equipment Class 1A’.

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(2) Class 1 equipment (as defined in Table 1 of this ETSO) that incorporates all
the FIS B products listed in RTCA/DO-358A, Table 2-1, except for AIRMET,
shall be marked as ‘Equipment Class 1B’.
(3) Class 1 equipment (as defined in Table 1 of this ETSO) other than Equipment
Class 1A and 1B as ‘Equipment Class 1[suffix the Equipment Class Letters for
all supported FIS-B products according to RTCA DO-358A, Table 2-1]’.
For example, mark equipment that incorporates only METAR (C), TAF (D),
PIREP (E), and Winds (F), as ‘Equipment Class 1CDEF’.
(b) Class 2 equipment (as defined in Table 1 of this ETSO) shall be marked as
‘Equipment Class 2’.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/7]
[Amdt ETSO/12]
[Amdt ETSO/17]

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ETSO-C161b
ED Decision 2022/018/R

GROUND-BASED AUGMENTATION SYSTEM POSITIONING AND NAVIGATION EQUIPMENT

1 Applicability
This ETSO provides the requirements that Ground-Based Augmentation System Positioning and
Navigation Equipment that is designed and manufactured on or after the date of this ETSO must
meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in (RTCA) document RTCA/DO-253D
Change 1, Section 2, for GBAS airborne equipment class (GAEC) C to support GBAS
Approach Service Type (GAST) C, or GAEC D to support both GAST C and GAST D
approach service types. This ETSO also applies to equipment that implements the
optional GBAS positioning service as defined in RTCA/DO-253D Change 1,
Section 2.3.
The standards of this ETSO apply to equipment intended to output deviations
relative to a precision approach path using GBAS, and to provide position
information to a navigation management unit that outputs deviation commands
referenced to a desired flight path. The positioning and navigation functions are
defined in section 2.3 of RTCA/DO-253D Change 1. In accordance with section 2.1
of RTCA/DO-253D Change 1, equipment obtaining this ETSOA must also comply
with the position, velocity and time (PVT) output requirements of either,
ETSO-C145e, ETSO-C146e or ETSO-C196b.
3.1.2 Environmental Standard
See CS-ETSO Subpart A, paragraph 2.1. The required performance is defined in
RTCA/DO253D, Change 1, section 2.4.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 - Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification

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See CS-ETSO, Subpart A, paragraph 2.4.

4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3

[Amdt ETSO/3]
[Amdt ETSO/7]
[Amdt ETSO/17]

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ETSO-C162b

ETSO-C162b
ED Decision 2022/018/R

GROUND-BASED AUGMENTATION SYSTEM VERY HIGH FREQUENCY DATA BROADCAST

EQUIPMENT
1 Applicability
This ETSO provides the requirements that Ground-Based Augmentation System Very High
Frequency Data Broadcast Equipment that is designed and manufactured on or after the date
of this ETSO must meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standards are those provided in RTCA document DO-253D,
Change 1, ‘Minimum Operational Performance Standards for GPS Local Area
Augmentation System Airborne Equipment’, dated 27 June 2019.
Note: All RTCA/DO-253D Change 1 references to RTCA/DO 246() apply to
RTCA/DO-246E, including Change 1, ‘GNSS-Based Precision Approach Local
Area Augmentation System (LAAS) Signal-In-Space Interface Control
Document (ICD)’.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific

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None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/7]
[Amdt ETSO/17]

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ETSO-C178a

ETSO-C178a
ED Decision 2022/018/R

AIRCRAFT CIRCUIT BREAKERS

1 Applicability
This ETSO provides the requirements that aircraft circuit breakers that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standards are those provided in Table 1 for the intended equipment
class:
Table 1 — Equipment class standards

Equipment Equipment Type Minimum Performance Standards

Class
1 Alternating Current (AC) SAE Aerospace Standard (AS) AS5692A, ‘ARC Fault Circuit
Arc Fault Circuit Breakers Breaker (AFCB), Aircraft, Trip-Free Single Phase and Three
Phase 115 VAC, 400 Hz - Constant Frequency’, dated
December 2009
2 Direct Current (DC) Arc SAE Aerospace Standard (AS) AS6019, ‘ARC Fault Circuit
Fault Circuit Breakers Breaker (AFCB), Aircraft, Trip-Free 28 VDC’, dated
June 2012
3 AC or DC Thermal Circuit SAE Aerospace Standard (AS) AS58091A, ‘Circuit Breakers,
Breakers Trip-Free, Aircraft General Specification For’, dated
May 2012

3.1.2 Environmental Standard

See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification

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See CS-ETSO, Subpart A, paragraph 2.4.

4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
The class of the equipment shall be legibly and permanently marked.
5 Availability of referenced documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/8]
[Amdt ETSO/17]

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INDEX 2 EUROPEAN TECHNICAL STANDARD ORDERS

ETSO-2C168a
ED Decision 2022/018/R

AVIATION VISUAL DISTRESS SIGNALS

1 Applicability
This ETSO provides the requirements that aviation visual distress signals that are designed and
manufactured on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
For handheld, high-intensity, stroboscopic light sources that can be added to
aviation survival kits to supplement pyrotechnic devices, the standard is that
provided in SAE International’s Aerospace Standard AS5134A, ‘Aviation Distress
Signal’, dated 27 September 2007.
For handheld, high-intensity, light-emitting diode (LED) technology sources that
can be added to aviation survival kits to supplement pyrotechnic devices, the
standard is that provided in SAE International’s Aerospace Standard AS5134C,
‘Aviation Visual Distress Signals’, dated August 2020, with the angle θ of
Section 4.3.3 increased from 80° to 95°.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
3.2.2 Others
These light sources must:

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— eliminate the significant potential equipment and personnel hazards that

are posed by untrained personnel using pyrotechnics in inflatable life rafts;
and
— provide an equivalent level of safety to pyrotechnics that aid in locating and
rescuing aviation accident survivors.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/16]
[Amdt ETSO/17]

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ETSO-2C208

ETSO-2C208
ED Decision 2022/018/R

ELECTRICAL HOIST EQUIPMENT

1 Applicability
This ETSO provides the requirements for electrical hoist equipment that is designed and
manufactured on or after the date of this ETSO.
To be eligible for the ETSO, the hoist equipment shall be equipped with an overload protection
device.
Hoist equipment includes the hoist itself, load attachment means (cable, hook, etc.), control
and monitoring interfaces, a structural interface to attach the hoist to the boom/rotorcraft
structure and the overload protection device. The boom itself is not considered to be a part of
the hoist equipment.
Electrical hoist equipment designed in accordance with this ETSO must be identified with the
applicable ETSO marking.
This hoist ETSO covers articles which are intended to be operated in the complete range of
possible hoist missions.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical Conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard for hoist equipment is provided in SAE Aerospace Standard
(AS) 6342, Minimum Operation Performance Standard for Helicopter Hoist
Systems, dated December 2020, as modified by Appendix 1 to this ETSO.
Whenever the term ‘hoist’ is used in this SAE document, it is equivalent to the hoist
equipment.
3.1.2 Environmental Standard
See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.1.5 Development Assurance
See CS-ETSO, Subpart A, paragraph 2.4.

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3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
The failure of the function defined in paragraph 3.1.1 of this ETSO is:
• Catastrophic for loss or malfunction of the hoist equipment (including the
overload protection device), which could lead to serious injuries or a fatality
(including the HEC).
In addition, no single failure of the hoist equipment shall result in a Catastrophic
Failure Condition.
For the compliance demonstration of structural parts / structural elements, the
single failure criteria should be addressed through, but not limited to, static,
fatigue, damage tolerance and critical parts requirements.
Supporting information is provided in AMC 27/29.865(c)(2) and CS 27/29.1309.
3.2.2 Equipment Safety Assessment
The hoist manufacturer shall conduct an Equipment Safety Assessment, including
a systematic, comprehensive evaluation of the hoist equipment to show that the
safety objectives from the Functional Hazard Assessment (FHA) of the ETSO article
and the derived safety requirements are met.
The latest revision of SAE ARP4761 provides guidance for the safety assessment
process. Any assumptions taken by the hoist manufacturer shall be documented in
the safety assessment. See also CS-ETSO, Subpart A, paragraph 2.4.
Note: Particular aircraft installations will drive additional, and more stringent,
safety requirements for the hoist equipment. The ETSO applicant may elect to
comply with these more severe aircraft installation requirements for the hoist
equipment in the ETSO article FHA. If this option is selected, this shall be identified
in the ETSO Certification programme, and demonstrated within the ETSO data
package. Compliance with non-ETSO requirements will also be assessed during the
approval (TC/STC) of the installation.
3.2.3 Installation Manual
The applicant shall document in an installation manual all information needed to
substantiate the installation of the hoist equipment on a rotorcraft, including the
following:
— Electrical interface definition and structural interface loads from the hoist
system to the rotorcraft hoist attachment;
— Definition of the control and monitoring interfaces (per Appendix 1,
Section 3.4.1.1);
— Maximum permanent deformation of the hoist after the application of the
crash load factor (per Appendix 1 — Table 1 Section 3.6);
— Impact speed for the bird strike test (per Appendix 1 — Table 1 Section 3.6);
— Control means for the PQRS and BQRS (per Appendix 1 — Table 1
Section 4.6).
— The maximum rated load.

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4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/17]

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APPENDIX 1 TO ETSO-2C208 — ELECTRICAL HOIST EQUIPMENT

ED Decision 2022/018/R

Appendix 1 identifies sections, paragraphs, figures or sentences from the SAE AS 6342 standard that
are not applicable as minimum performance standards (MPS), and identifies requirements that are
applicable in lieu of the referenced SAE text, or that are added to some sections of the SAE AS6342
standard. The information is provided in the form of three tables:
— Table 1 presents the amended text or additional text.
— Table 2 presents the additional definitions necessary for the ETSO.
— Table 3 presents the additional list of acronyms.

Table 1 — Modifications of requirements for the ETSO

When reading Apply the following:

SAE AS6342
section
2.3 Add to the HOIST definition the following:
The hoist is equivalent to the hoist equipment. Hoist equipment includes the hoist itself,
load attachment means (cable, hook, etc.), control and monitoring interfaces (including
pendants, controllers and their interconnecting wires), a structural interface to attach
the hoist to the boom/rotorcraft structure and the overload protection device. The boom
itself is not considered to be a part of the hoist equipment.

Replace the HOIST SYSTEM definition as follows:

The system, inclusive of the hoist and ancillary components. For clarification, the hoist
system includes the hoist equipment and other systems needed for integration to the
rotorcraft and operation of the hoist. This includes but is not limited to, displays, controls
within the cockpit and cabin, boom, rotorcraft wiring and the power supply.

Add at the beginning of the LIMIT LOAD definition the following:

Limit loads are the maximum loads to be expected in service.

Add at the end of the Limit Load Factor definition:

Note: For structure requirements, and systems such as OLPD, the static limit load factor
of 3.5g can be reduced to the maximum load factor the rotorcraft can reach within the
hoist operational envelope, but not less than 2.5g.

Add at the beginning of the ULTIMATE LOAD definition the following:

Ultimate Loads are the limit loads multiplied by the prescribed factor of safety.

Add Table 2 of Appendix 1 (see further below) to the section.

2.4 Add Table 3 of Appendix 1 (see further below) to the section.

3.1 Replace the section with the following:

Specific installation requirements additional to this minimum operation standard shall
be defined in the ETSO certification programme.

3.3.2 Replace the section with the following:

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When reading Apply the following:

SAE AS6342
section
The hoist shall have a system to manage the reeling out and reeling in of the cable,
minimising the possibilities of jamming, fouling, kinking, or excessive wear on the cable.

3.3.2.2 Replace the section with the following:

The storage provision (e.g. drum) shall be able to attach the cable end, and store all the
usable cable. The storage provision shall minimise wear affecting either the cable or the
storage provision. The design shall account for prevention of unravelling and damage of
the cable on the drum. Potential environmental conditions such as vibration shall be
taken into account. A means shall be provided to visibly check/inspect the storage of the
cable. All reference to storage visibility shall be for maintenance on the ground, not
necessarily for hoisting operations.

3.3.4 Replace the paragraph with the following:

2nd paragraph Cable rebound shall be characterised through testing by the hoist manufacturer, and a
characterisation report shall be provided as part of the certification application. The
rebound characterisation report shall include information about the influence of the
different loading conditions and the influence of the different cable lengths related to
the rebound behaviour.

3.3.4 Replace the paragraph with the following:

3rd paragraph For the structural substantiation, any damage threats and manufacturing flaws that can
be encountered during manufacturing and in service, shall be taken into account.

3.3.4 Replace the paragraph with the following:

th
6 paragraph The cable is a life-limited part. Cable fatigue characteristics shall be determined by the
hoist manufacturer. Methods for cable life calculation shall be defined. Cable inspection
and acceptance criteria shall be defined by the hoist manufacturer and shall be provided
in the maintenance manual. See 3.6.2.

3.3.5 Replace the paragraph with the following:

1st paragraph If a mis-wrap event can lead to a complete loss of hoisting function or to a loss of load,
the hoist shall be provided with a cable foul/mis-wrap system that shall stop the hoist if
a cable foul/mis-wrap develops. The system shall protect the cable from the effects of
continued running when fouled or jammed.

3.3.5 Replace the paragraph with the following:

2nd paragraph Once initiated, the mis-wrap protection system may be capable of being overridden. The
risk for continued hoist operation when overriding shall be identified by the hoist
manufacturer.

3.3.6 Replace the section with the following:

Load Attachment Means
A load attachment means, such as a hook, shall be part of the hoist equipment.
The load attachment means (i.e. hook) shall be attached such that it can freely rotate
through 360 degrees in either direction. The load attachment means assembly shall be
designed to mitigate the risk of entanglement on obstacles.
Mechanism(s) shall be incorporated to avoid the possibility of unintentional load release.
The mechanism(s) shall be designed to prevent tip loading and dynamic rollout.

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When reading Apply the following:

SAE AS6342
section
3.3.8 Replace the section with the following:
The hoist shall be equipped with overload protection capability.

3.4.1.1 Replace the section with the following:

The hoist equipment shall monitor the safe operation of the hoist, through specific
parameters including but not limited to the weight of the load, the fleet angle, the
temperature of the temperature-sensitive components. The hoist equipment shall
provide the status information (I) to the aircrew.
The hoist manufacturer should define the recorded information (R) that is to be stored
until the next scheduled maintenance and made available before the next flight. This
recording may be performed either by the hoist equipment itself or be provided as an
output to the aircraft systems for recording.
Typical information needed to ensure a safe operation of the hoist is, but not limited to,
the following:
• Hoist active (I)
• End of travel (I)
• Caution zone (I)
• Quick-release system status (I+R)
• Fleet angle exceedance (R)
As a minimum, the flight crew shall be made aware of a fleet angle exceedance during
post-flight check.
• Activation of overload protection (I+R)
• Load exceedance (I+R)
(sampling rates need to be sufficient to capture shock loads)
All operating limitations and other information necessary for safe operation must be
provided as an output of the hoist equipment.
The monitoring (I and R) shall be described in the installation manual.
The display or recording of this information may be included in the ETSO article or may
be handled as additional equipment by the STC or TC applicant for the installation.
Note: in the latter case, the additional equipment to display or recording of the
information in the cockpit are not considered as part of the ETSO function.

3.4.1.2 Replace the headline of the section with the following:

Hoist Display and Recording Equipment

3.4.1.2.3 Replace the section with the following:

In addition to 3.3.5, if a mis-wrap event can lead to a hoist failure, the hoist equipment
shall have a mis-wrap indicator, indicating that a cable foul/mis-wrap has occurred.

3.4.1.2.4 Replace the section with the following:

The hoist shall indicate and record when an over temperature condition is present. The
hoist over temperature condition shall be defined by the hoist manufacturer, based on
the specific design of the hoist equipment.

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When reading Apply the following:

SAE AS6342
section
3.4.2 Replace the section with the following:
st
1 paragraph The hoist equipment shall be enabled to receive the following control signal inputs, with
the following commands:

3.4.3 Replace the paragraph with the following:

th
8 paragraph The operator control shall meet the applicable environmental requirements, as stated in
section 3.1.2. of the core part of the ETSO standard, for outside use. If the only storage
position of the pendant is inside the cabin, the vibration level of chapter 4.9.5 of AS6342
for internally mounted equipment is sufficient.

3.4.3 Complete the section with the following:

End of paragraph The operator control may include a BQRS activation.
The operator control shall be designed such that it minimises the inadvertent activation
of critical functions during stowage.

3.4.9 Replace the paragraph with the following:

nd
2 paragraph A means to protect the hoist equipment from over-current (motor over torque)
conditions shall be provided.

3.4.10 Replace the section with the following:

The hoist shall have a means to measure and record the usage of the system. The usage
shall be calculated in operating hours (time while the hoist drive is active), hoist cycles
or other equivalent method.

3.5.1.1 Delete the section (covered by ETSO standard text Chapter 3.2.2).

3.5.4 Delete the section.

3.5.5 Delete the section.

3.5.6 Delete the section.

3.6 Complete the section with the following:

Single critical load paths should be minimised.
Additional structural requirements
The hoist shall be able to withstand the most critical load factor expected in service. The
load factors shall cover the entire rotorcraft operational envelope in which hoisting is
allowed, including rapid direction reversal and rapid stops.
• Static flight load factor
The static flight load factor shall not be less than 2.5 g for HEC applications.
The substantiated load factor shall be stated in the hoist limitations.
• Dynamic load magnification factors
Any significant dynamic load magnification factors should be taken into account.
A dynamic load magnification factor is the difference between the static load
factor (measured at the CG of the hoist) and the load factor at the load
attachment means (e.g. hook). This occurs for example during maneuvering of the
rotorcraft when the cable is at an angle compared to the hoist vertical axis.

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When reading Apply the following:

SAE AS6342
section
• Crash load factors
The hoist equipment shall withstand the following load factors without failure for
at least 3 seconds during a static load test. The 3 seconds do not apply if the tests
are performed dynamically to simulate actual loading application.

(1) Upward – 1.5 g

(2) Forward – 12 g
(3) Sideward – 6 g
(4) Downward – 12 g
(5) Rearward – 1.5 g

The hoist cable is expected to be fully stowed during load factor tests. The
maximum permanent deformation resulting from the application of the load
factors shall be documented in the installation manual.

Hoist-Critical Parts
A hoist-critical part is a part, the failure of which could lead to serious injuries or a fatality
(including the HEC), and for which critical characteristics have been identified and must
be controlled to ensure the required level of integrity.
If the ETSO article includes hoist-critical parts, a list of the critical parts shall be
established. Procedures shall be established to define the critical design characteristics,
identify processes that affect those characteristics, and identify the design change and
process change controls necessary for maintaining compliance with the ETSO standard.

Bird Strike
If the applicant has elected to demonstrate robustness against bird strike within the ETSO
certification programme, an impact with a 1-kg bird, at a velocity compatible with the
maximum allowed speed installed on a rotorcraft, shall not lead to the detachment of
parts which could prevent continued safe flight and landing. Compliance must be shown
by tests.
The impact speed shall be documented in the installation manual.

Cable attachment
The cable shall be attached to the drum. The attachment shall be able to withstand limit
load conditions, or if limit load carrying capability cannot be shown, alternative means
shall be provided to minimise the possibility of losing the load.

Interactions Systems and Structures

For ETSO article equipped with systems that affect structural performance, either
directly or as a result of a failure or malfunction, the influence of these systems and their

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When reading Apply the following:

SAE AS6342
section
failure conditions shall be taken into account when showing compliance with the
requirements of this ETSO standard. Appendix K to the CS-25 Amendment that is current
at the time of the application, or in any later revision, should be used to evaluate the
structural performance of ETSO article equipped with these systems.

3.6.1 Complete the section with the following:

End of chapter For static strength substantiation of composite structure, AMC 20-29 provides further
guidance.
If a safety factor of 3.0 or more is used, it is acceptable to perform a standard static
analysis to show compliance. The safety factor should be applied to the yield strength of
the weakest component in the system (QRS, complex PCDS, and attachment load path).
If a safety factor of less than 3.0 is used, both an analysis and a full-scale ultimate load
test of the relevant parts of the system should be performed.
Note: The static load factor at installation level depends on the performance of the
rotorcraft, but in any case it cannot be less than 2.5g.

3.6.2 Complete the section with the following:

End of chapter For fatigue tolerance substantiation of composite structure, AMC 20-29 provides further
guidance.

3.6.4.1 Complete the section with the following:

End of chapter Strength reduction factors such as environmental effects (see 3.6.4.3) of the cable can
be included in the testing. Strength reduction factors that are used shall be established
by individual tests. If separate strength reduction factors are used, they should not
influence each other.

4.1 Replace the section with the following:

The arresting system shall be designed to sustain ultimate load without cable reel out. If
not otherwise protected, engaging the arresting system shall not lead to an overload of
the hoist equipment structure and shall reasonably protect human cargo on the hook.

4.2 Replace the section with the following:

The fairlead mechanism shall accommodate a 30-degree angle minimum in all directions
from the vertical axis of the hoist. The fairlead mechanism shall be able to withstand a
combination of angles not less than 30 degrees in all directions and with loads up to the
static limit load without detrimental or permanent deformation or damage to the hoist
or to the cable, and until ultimate load without failure.

4.3 Replace the section with the following:

The load shall be applied in any direction making the maximum angle with the vertical of
the hoist axis, but not less than 30° (60° cone). The most critical fleet angle in the most
critical direction shall be taken into account for the static strength substantiation (Limit
and Ultimate Load).
Note: It may be necessary to substantiate greater angles than the hoist operational
envelope, since the hoist might be installed at different angles on different airframes.

4.6 Replace the section with the following:

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When reading Apply the following:

SAE AS6342
section
The hoist shall have the capability of performing an emergency quick release of the
attached load in all operating conditions.
This QRS shall consist of a primary quick-release subsystem (PQRS) and a backup quick-
release subsystem (BQRS).
The intention of the PQRS is an intentional, instantaneous release of NHEC or HEC in a
pre-set sequence by the QRS that is normally in an emergency to prevent a significant
reduction in the safety margins for continued safe flight and landing of the rotorcraft.
The following design features shall be considered:
• The PQRS, BQRS and their load-release devices and subsystems (such as
electronically actuated guillotines) shall be separated (e.g. physically,
systematically, and functionally independent).
• The controls for the PQRS shall be installed on the ETSO article at a location readily
accessible to the hoist operator (e.g. the control pendant). Additionally, an
independent means to control the PQRS shall be provided to the installer (for
instance, to allow connection to a cockpit control).
• The control means for the BQRS shall be described in the installation manual. They
may be less sophisticated than those of the PQRS (e.g. manual cable cutters).
• The PQRS shall release the external load in less than 5 seconds. The BQRS shall
release the external load in less than 30 seconds. This time interval shall begin at
the moment an emergency is declared and shall end when the load is released.
During HEC operations, both the PQRS and BQRS are required to have a dual activation
device (DAD) for external cargo release. The switch design shall be evaluated by ground
test. Additional safety precautions (such as the use of a lock wire) should be considered
for a remote hoist console in the cabin.

4.7 Replace the section with the following:

The purpose of the overload protection is to protect the aircraft, its occupants and the
person being hoisted. It provides to the crewmembers the possibility to either stabilise
the aircraft or to safely activate the PQRS and release the external load in less than
5 seconds after the declared emergency (i.e. crew detects snagging of the cable/hook),
as requested in AMC 27/29.865.
The hoist shall be equipped with an overload protection capability, which needs to
comply to the following requirements:
• The overload protection system shall be capable of reliably withstanding the
dynamic loads and the sustained overloads, as defined by the hoist manufacturer.
It shall be designed to hold any static load coming from the cable up to the static
limit load.
• For dynamic overload events, the overload protection system may allow limited
unspooling of the cable at lower loads, as long as the dynamic load holding
capability does not fall below the maximum operational load with an adequate
safety margin. An example for such dynamic load holding capability is the
capability to absorb shock loads.
• The load shall be arrested within a maximum of 10 m during a dynamic cable
unspooling event. Limited unspooling of the cable for functions other than
overload protection could be also accepted (e.g. for cargo vibration reduction).

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When reading Apply the following:

SAE AS6342
section
• If sustained overload resulting from an entanglement is still present after 5
seconds of cable unspooling, further unspooling is acceptable.
• The person(s) being hoisted shall also be reasonably protected against serious
injury (see 5.1.9.1.2).
• An overload activation tolerance band shall be defined taking into account e.g.
production and maintenance tolerances, variations due to the environment (e.g.
temperature and humidity), and operations (i.e. length of cable paid out). The
above-mentioned load holding requirements shall be met in the entire activation
tolerance band.
• With regard to aging effects, all functional elements of the overload protection
that are subject to aging effects leading to potential degradation of the overload
protection shall be considered.
The corresponding tests in 5.1.9. provide the means of compliance for sustained
overload and dynamic loads including demonstration that the person(s) being hoisted is
(are) reasonably protected in the complete hoist envelope.
NOTE: The OLPD static holding capability should be adjustable in order to adapt it to the
specific rotorcraft capability within the hoist operational envelope defined by the
installer.

4.9 Replace the section with the following:

The hoist shall meet environmental test procedures per DO-160. For the DO-160
environmental standard, refer to Section 3.1.2 of the main part of the ETSO standard for
acceptable ED-14/DO-160 revisions. The hoist shall meet all performance data included
in Chapters 3.3, 3.4 and 4.1-4.7 under the below-stated environmental conditions.
The operator control pendant shall meet the applicable environmental requirements for
outside environmental conditions.

4.9.5 Add to the end of the section the following:

Routing of electrical wires to the hoist interface shall include protection against chaffing
or damage due to vibration introduced by the aircraft.

4.9.21 Replace the section with the following:

The hoist equipment (including pendants, controllers, cable, and interconnecting wires)
shall meet the requirements per RTCA DO-160 Section 25, Category A.

4.9.23 Replace the section with the following:

The intent of the endurance requirement is to validate the interval for time between
overhaul (TBO) and total time (TT). This shall be accomplished by running a full TBO test,
with margin, that simulates actual use in a heavy usage environment. (See Chapter 5.1.3)

4.9.24 Complete the section with the following.

1st paragraph This duty cycle testing is to show the robustness of the hoist system and is not considered
to be a fatigue or endurance test in their own right.

5.1.3 Replace the paragraph with the following:

st
1 paragraph

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When reading Apply the following:

SAE AS6342
section
The hoist manufacturer shall perform endurance testing and provide a formal test report.
The test results from this testing may be used by the hoist manufacturer to define the
overhaul period (TBO and TT).

5.1.3 Replace the paragraph with the following:

3rd paragraph The test cycle may be made up of a series of hoist cycles and in any order to minimise
test set-up.

5.1.3 Replace the paragraph with the following:

th
4 paragraph Testing for endurance (the ability of parts moving relative to each other to continue to
perform their intended function) should be sufficient to show:
• that the assumptions used in demonstrating compliance with the required safety
level are correct, and
• via a test that the equipment is free from design errors, specifically when there is
the introduction of a new technology to reach a compliance demonstration for
full life, either by a full TT test or by X% TT test supported by analysis.
Testing for performance can be included in endurance testing which should demonstrate
the rates and responses required for proper system operation.

5.1.3 Delete the table.

Table 2

5.1.4 Replace the section with the following

The hoist manufacturer shall perform duty cycle testing and provide formal test report.

5.1.5 Delete the last sentence of the section

5.1.7 Replace the section with the following:

The mis-wrap detector shall be validated through test, and can be supported by analysis
or simulations.

5.1.8 Complete the section with the following before the paragraph:
before 1st Jettison demonstrations, with different loading conditions, using the QRS shall be
paragraph conducted.

5.1.9.1 Replace the section with the following:

The following tests shall be performed.

5.1.9.1.1 Replace the section with the following:

To show arresting capability after a sustained overload (e.g. entanglement / extreme
manoeuvre), the hoist equipment including the overload protection device (OLPD) shall
be able to arrest the cable in accordance with the following test. The OLPD activation
point for the test shall be set at the most detrimental setting within the tolerance range.

The test sequence should be as follows:

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When reading Apply the following:

SAE AS6342
section
1. Continuous pull with a speed of more than 2 m/s for 5 seconds. The load
for the continuous pull must be between operational loads and limit load
for the hoist equipment.
2. Deceleration of the cable to zero cable speed within 5 seconds by:
a. reducing the pulling tension through the test equipment. The
tension must always be greater than or equal to the rated load;
or
b. increase of the cable tension through the hoist. The cable tension
must always be below limit load.
The test shall be repeated 5 times. The OLPD may be reset after each pull (if reset
function is available). After the completion of the test, the hoist equipment including the
OLPD shall function normally.

5.1.9.1.2 Replace the section with the following:

The hoist equipment including the OLPD shall be able to arrest the load with a limited
height loss after a shock load event.
The arresting capability shall be demonstrated by an instrumented drop test in
accordance with the following criteria:
• Rated load solid block
• Free fall factor of 1 on 71 inches (180 cm)
• Height loss <197 inches (500 cm)
• For each hoisted person
o maximum arresting force <1 798 lbf (8 kN)
o A transient peak is acceptable. The force and duration shall be such that
the person being hoisted is reasonably protected against serious injury
(e.g. 12.5 kN for maximum of 30 ms)
o Limit Load shall not be exceeded
The above test shall be repeated for a 101.2 kg solid block.
The above test must be repeated for a total of 5 times for each load level (rated load and
101.2 kg). The OLPD including the dampening device can be reset after each test, if a
reset function is available. After each set of 5 tests the cable and OLPD can be replaced.
The most detrimental setting within the OLPD activation tolerance band must be tested.
The hoist must function normally (i.e. continues to lift at the rated load and speed) after
completion of each set of 5 tests.

5.1.11 Replace the section with the following:

Using a milliohm meter measure the bonding resistance between the hoist bonding
location as indicated by the hoist manufacturer and the appropriate connector mounting
block screw as indicated by the hoist manufacturer. Verify that the reading is compatible
with the bonding requirements in Chapters 4.9.25 and 4.9.26.

5.2 Complete the section with the following:

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When reading Apply the following:

SAE AS6342
section
The cable shall sustain limit and ultimate load conditions. The test shall be performed at
the hoist (with the OLPD locked) or a mock-up representing all influencing factors of the
installation on the hoist. The load attachment end of the cable shall be able to swivel
freely. The cable shall be tested at its most critical length and most critical fleet angle if
this influences the static strength characteristics.
The cable being tested shall represent the minimum manufacturing quality as specified
by the cable manufacturer. This includes all foreseeable damage and manufacturing
flaws which are not inspectable by scheduled maintenance or are allowed to remain in
the cable. In addition, all material strength reduction factors shall be taken into account.

5.2.1 Replace the headline of the section with the following:

Headline Minimum Breaking (Rupture) Strength Test

5.2.2 Replace the headline of the section with the following:

Headline Cable Endurance and Fatigue Testing

5.2.2 Replace the paragraph with the following:

1st paragraph Fatigue and endurance testing of the hoist cable shall be conducted in laboratory tests.
These tests shall be conducted to determine the suitability of the rescue hoist cable
compared to several scenarios.

5.2.2 Replace the paragraph with the following:

2nd paragraph The manufacturer shall determine each hoist’s maximum cable usage (MCU) which is a
number used to determine the maximum number of hoist cycles, or maximum number
of cable extensions, a cable can undergo in field usage before requiring replacement in
order to preclude cable fatigue considerations. The manufacturer shall also determine
and publish all inspection criteria related to the as-designed cable in the maintenance
manual, and this inspection criteria shall be used in the following fatigue testing.

5.2.2 Complete the section with the following:

end of chapter
In addition of the requirements of sections 3.6.2 and 5.1.5 of AS6342, section 5.2.2.1 and
5.2.2.2 are considered to be part of the cable fatigue testing. The cable bending and
tension fatigue test should be performed to evaluate the fatigue life of the cable. The
fatigue evaluation of the cable should be determined considering the effect of the worst
of bending, tension or a combination of both applied simultaneously. The tests described
in section 5.2.2.1 and 5.2.2.2 are not considered to generate the complete data set
required for cable fatigue evaluation.
5.2.2.3, 5.2.2.4 and 5.2.2.5 are part of the cable endurance testing and in addition to the
hoist endurance testing in section 4.9.23. and 5.1.3.

5.2.2.1 Replace the paragraph with the following:

1st paragraph A cyclic bending fatigue test shall be performed. The test configuration must be
representative of the specific hoist design configuration (including diameter of sheaves
and number of sheaves, the pressure of the crowder, and the internal routing of the cable
such as number of bendings and reverse bendings) planned for certification.

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When reading Apply the following:

SAE AS6342
section
One of the acceptable methods of testing for the determination of the bending fatigue
characteristics of the cable is defined in MIL-DTL-83140B Figure 4, using the geometry
and cable design required in this ETSO.

5.2.2.1 Delete the figure.

Figure 1

5.2.2.1 Delete the paragraphs.

nd th
2 to 4
paragraph

5.2.2.1 Replace the paragraph with the following:

5th paragraph The total travel of the wire rope in one direction shall ensure that the test portion of the
cable runs through the entire hoist configuration from the storage drum to the cable
output. The application of lubricant to the fatigue test sample in addition to the lubricant
applied during manufacture of the cable shall not be permitted.

5.2.2.1 Delete the paragraph, including table 3.

6th paragraph

5.2.2.1 Replace the paragraph with the following:

7th paragraph Following the fatigue testing described above, the test sample shall be inspected for
damage and tested for minimum breaking strength. The minimum breaking strength
shall be greater than the hoist’s ultimate load (5.25 times the rated load).

5.2.2.2 Replace the paragraph with the following:

st
1 paragraph A cable sample representative of damage and flaws that could be encountered during
manufacturing or in service shall be prepared with two end fittings identical to the cable
assembly design requirements of the hook end and subjected to fluctuating cable loads
between 1 to 2 g times the rated load in accordance with DIN EN14311-8 Section 5.2.2.3.
The cable shall be tested for 75 000 test cycles (150 000 reversals) with one end of the
cable attached to a free swivel.

5.2.2.2 Replace the paragraph with the following:

nd
2 paragraph Following the fatigue testing described above, the test sample shall be inspected for
damage and tested for minimum breaking strength. The minimum breaking strength
shall be greater than the hoist’s ultimate load (5.25 times the rated load).

5.2.2.3 Replace the headline of the section with the following:

headline Unloaded Endurance Testing within Hoist

5.2.2.4 Replace the headline of the section with the following:

headline Loaded Endurance Testing within Hoist

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When reading Apply the following:

SAE AS6342
section
5.2.4 Replace the paragraph with the following:
Cable robustness testing is intended to demonstrate the hoist load bearing wire rope
(cable) robustness or resistance to catastrophic failure after unintended and incidental
contact with ground objects and rotorcraft structure. The cable may sustain damage
necessitating post-mission replacement but shall have residual structural integrity to
safely complete the lift where the contact occurred, or safely return the HEC to the
ground. The hoist manufacturer must test, and provide test results, for the scenarios
identified below.

5.2.4.1 Replace the sentence with the following:

th
4 sentence The hoist cable may become damaged in such incident where the damage will be readily
observable to the hoist operator or at post-flight inspection; however, the cable shall be
of such construction as to provide robustness that it will not fail under load during the
immediate rescue lift.

5.2.4.1.1 Replace the section with the following:

The static cable (i.e. not reeling in or out) shall suspend the rated load. The cable shall be
dragged over the A36 or equivalent standard steel plate edge for a total distance
reasonably expected to occur in service with a load hanging freely on the hoist (note:
multiple strokes may be used). The plate surface roughness and edge diameter should
represent a severe scenario expected to be found in a ship construction. The angle
between the vertical axis of the hoist and the cable should be at a minimum 30°.
The force required to drag the cable shall be applied at least 1 foot (30 cm) higher than
the edge. After exposure, damage is acceptable, if the cable damage is reliably detectable
within a few hoist cycles, but the cable shall be able to support limit load without failure.
The test shall be repeated with a load corresponding to the OLPD activation point to
simulate an entanglement. The distance the cable slides along the steel plate shall reflect
a distance which can be reasonably expected in such an event.

5.2.4.1.2 Replace the section with the following:

The cable shall suspend a rated load below a A36 or equivalent standard steel plate edge.
The plate surface roughness and edge diameter should represent a severe scenario
expected to be found in a ship construction. The angle between the vertical axis and the
cable should be at a minimum 30°. The cable shall be reeled in until achieving maximum
speed (minimum cable reel-in length is 1.5 m) and then reeled out three times. After
exposure, damage is acceptable, if the cable damage is reliably detectable within a few
hoist cycles, but the cable shall be able to support limit load without failure.

5.2.4.2.1 Replace the sentence with the following:

Last sentence After testing the cable shall be demonstrated to support at least limit load without failure
if cable damage is reliably detectable within a few hoist cycles. If no cable damage is
detectable by operations or ramp maintenance personnel within a few hoist cycles, the
cable shall be demonstrated to support ultimate load for at least 3 seconds without
failure.

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Table 2 — Additional definitions

Term Definition

Backup quick-release subsystem The secondary or ‘second choice’ subsystem used to perform a
(BQRS): normal or emergency jettison of external cargo.

Cable The means to suspend the external load being lowered and raised.
The cable can be made of metallic and/or other materials.

Dual actuation device (DAD): This is a sequential control that requires two distinct successive
actions (e.g. thumb movements) to be completed for actuation.
Examples of a DAD are the removal of a lock pin or opening of a
guarded cover followed by the activation of a ‘then free’ switch for
load release to occur or opening of a cover and activate an additional
guarded switch with a distinguished separate thumb movement.
In this scenario, a simple covered switch does not qualify as a DAD.
Familiarity with covered switches allows the operator to both open
the cover and activate the switch in one motion. This has led to
inadvertent load release.

Cover = a means to mask or cover a switch that can be either moved

up or to the side (sometimes called a ‘flip-guard’)
Guard = fix activation protection around/for a switch or cover like a
small wall, recess, lock pin or lock wire
Switch = lever or push button

Dynamic Load A dynamic load is a load which occurs in a rapid manner, such as shock
loads or vibration.

Emergency jettison (or complete load The intentional, instantaneous release of NHEC or HEC in a pre-set
release) sequence by the quick-release system (QRS) that is normally
performed in an emergency to prevent a significant reduction in the
safety margins to ensure continued safe flight and landing of the
rotorcraft

Moving surface A surface that is not fixed, such as heaving ships or water surface

Primary quick-release subsystem The primary or ‘first choice’ subsystem used to perform a normal or
(PQRS): emergency jettison of external cargo.

Quick-release system (QRS): The entire release system for jettisonable external cargo (i.e. the sum
total of both the primary and backup quick-release subsystem). The
QRS consists of all the components including the controls, the release
devices, and everything in between.

Serious injury According to Annex 13 to the Convention on International Civil

Aviation: Aircraft Accident and Incident Investigation. Ninth Edition -
July 2001. Chapter 1 - Definitions:
Serious injury. An injury which is sustained by a person in an accident
and which:
a) requires hospitalization for more than 48 hours, commencing
within seven days from the date the injury was received; or
b) results in a fracture of any bone (except simple fractures of fingers,
toes, nose); or

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Term Definition

c) involves lacerations which cause severe hemorrhage, nerve,

muscle or tendon damage; or
d) involves injury to any internal organ; or
e) involves second- or third-degree burns, or any burns affecting
more than 5 per cent of the body surface; or
f) involves verified exposure to infectious substances or injurious
radiation.

Stowage position This is typically the hoist and/or cable position used when hoisting
operations are not being performed.

Table 3 — Additional list of acronyms

Acronyms Definition

AC Advisory Circular (FAA)

AMC acceptable means of compliance (EASA)

BQRS Backup quick-release subsystem

CG centre of gravity

CMR certification maintenance requirements

CS certification specification

DAL design assurance level

ETSO European Technical Standard Order

FMECA Failure Modes Effects and Criticality Analysis

HEC human external cargo

ICS integrated communication system

kN kilo Newton

MCU Maximum Cable Usage

OLPD Overload Protection Device

TT Total Time

[Amdt ETSO/17]

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ETSO-2C520
ED Decision 2022/018/R

406-MHZ SATELLITE PERSONAL LOCATOR BEACON

1 Applicability
This ETSO provides the requirements that personal locator beacons (PLBs) intended to be
carried by a person on board an aircraft and that are designed and manufactured on or after
the date of this ETSO must meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in Radio Technical Commission for
Maritime Services (RTCM) Standard 11010.3 ‘Standard for 406 MHz Satellite
Personal Locator Beacons (PLBs)’, dated 25 June 2018.
3.1.2 Environmental Standard
See RTCM 11010.3, Appendix A.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
A classification of ‘no safety effect’ is acceptable for failures of PLBs that are not
intended to be installed and not required to be approved by operational
regulations.
3.2.2 Embedded Batteries
Subpart A Section 2.7 applies only to PLBs that are intended to be attached to or
stowed in an aircraft.
3.2.3 Compliance Demonstration

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The PLB shall have been issued with a COSPAS-SARSAT type approval certificate,
which shall be provided as part of the compliance documentation.
In addition, the applicant shall provide a certificate from an independent test
facility accredited to ISO/IEC 17025, with a scope covering the applicable
requirements and test procedures, stating that the article complies with the
electrical and environmental standards of RTCM 11010.3.
The applicant shall declare in the declaration of design and performance (DDP) the
PLB generation, category, class and group, as defined in RTCM 11010.3,
Section 1.5.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
See RTCM 11010.3, Section 4.5.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/17]

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ETSO-2C521
ED Decision 2022/018/R

ELECTRONIC FLIGHT BAG (EFB) SOFTWARE APPLICATIONS

1 Applicability
This ETSO provides the requirements that electronic flight bag software applications that are
designed on or after the date of this ETSO must meet in order to be identified with the
applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in EUROCAE ED-273, ‘Minimum
Operational Performance Standard for Electronic Flight Bag (EFB) Software
Applications’, dated August 2021.
3.1.2 Environmental Standard
Not applicable.
3.1.3 Software
See the software development assurance method described in EUROCAE ED-273,
‘Minimum Operational Performance Standard for Electronic Flight Bag (EFB)
Software Applications’, Section 2.4.
Alternatively, see CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
Not applicable.
3.2 Specific
3.2.1 Failure Condition Classification
A safety risk assessment must be performed per EUROCAE ED-273, ‘Minimum
Operational Performance Standard for Electronic Flight Bag (EFB) Software
Applications’, Section 2.2. The assumptions, mitigation and prevention means
identified in this risk assessment must be made available to the aircraft operator
as required by the standard.
3.2.2 Documentation

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The applicant shall develop and make available to the aircraft operator the
application operational data as defined in EUROCAE ED-273, Chapter 4.
4 Marking
4.1 General
The application shall include a function permitting the user to retrieve the markings
required by CS-ETSO, Subpart A, paragraph 1.2.
Note: The date of the official release of the EFB software application is a means to comply
with point 21.A.807(a)(3).
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.

[Amdt ETSO/17]

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ETSO-2C522
ED Decision 2022/018/R

HELICOPTER TERRAIN AWARENESS AND WARNING SYSTEM (HTAWS) ADVANCED

FEATURES
1 Applicability
This ETSO provides the requirements that helicopter terrain awareness and warning system
(HTAWS) advanced features that are designed and manufactured on or after the date of this
ETSO must meet in order to be identified with the applicable ETSO marking.
2 Procedures
2.1 General
The applicable procedures are detailed in CS-ETSO, Subpart A.
2.2 Specific
None.
3 Technical conditions
3.1 Basic
3.1.1 Minimum Performance Standard
The applicable standard is that provided in Table 1 for the intended equipment
class.
Table 1 — Equipment class standards

Equipment class Equipment type Minimum Performance Standards

Helicopter Offshore Helicopter Terrain EUROCAE ED-285 ‘Minimum
Offshore Awareness and Warning System Operational Performance Standard
Operations (HTAWS) for Offshore Helicopter Terrain
(HOFO) Awareness and Warning System
(HTAWS)’ dated March 2021.

Table 2 describes the modes covered by this ETSO standard.

Table 2 — HTAWS modes

Equipment class
Mode HOFO
1 Excessive rate of descent Required

3A Altitude loss during take-off Required

3B Loss of airspeed during take-off Required

4A Flight near terrain when not in landing configuration Required

4B Flight near terrain when in landing configuration Required

5 Excessive downward glideslope/glidepath deviation ILS: Required

GLS/LPV: Optional

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Equipment class
Mode HOFO
7A Airspeed versus total torque Optional

7B Vortex ring state Optional

N/A Fixed altitude callout Optional

N/A Terrain display Not covered*

N/A Forward looking terrain avoidance (FLTA) Not covered*

N/A Radio altitude interface Not covered*

* Local regulations on air operations may require additional modes as defined in ETSO-C194, ‘Helicopter
Terrain Awareness and Warning System (HTAWS)’.

3.1.2 Environmental Standard

See CS-ETSO, Subpart A, paragraph 2.1.
3.1.3 Software
See CS-ETSO, Subpart A, paragraph 2.2.
3.1.4 Airborne Electronic Hardware
See CS-ETSO, Subpart A, paragraph 2.3.
3.2 Specific
3.2.1 Failure Condition Classification
See CS-ETSO, Subpart A, paragraph 2.4.
Failure of the function defined in paragraph 3.1.1 resulting in false warnings or an
unannunciated loss of function is a major failure condition.
A loss of the function defined in paragraph 3.1.1 is a minor failure condition.
3.2.2 Documentation
The manufacturer of the offshore HTAWS shall document in its declaration of
design and performance (DDP), installation and operator manuals the transition
speed between the two-mode 4A alerts, and, when the corresponding modes are
implemented, the intended helicopter type for which the mode 7A and/or 7B alerts
have been designed.
4 Marking
4.1 General
See CS-ETSO, Subpart A, paragraph 1.2.
4.2 Specific
None.
5 Availability of Referenced Documents
See CS-ETSO, Subpart A, paragraph 3.
[Amdt ETSO/17]

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