CIVIL AVIATION: SUBSIDIARY LEGISLATION: CIVIL AVIATION (EQUIPMENT AND INSTRUMENTS) REGULATIONS

(section 89)

(4th January, 2013)

ARRANGEMENT OF REGULATIONS

REGULATION

PART I
Preliminary

1. Citation

2. Interpretation

PART II
Equipment of Aircraft

3. General equipment and instruments requirement

4. Equipment for commercial air operations

PART III
Flight Instruments

5. General requirement – aircraft instruments

6. Minimum flight instruments

7. Instruments for operations requiring two pilots in day VFR

8. Instruments required for IFR operations

9. Standby attitude indicator

10. Equipment and instruments for category II operations

11. Equipment and instruments for category III operations

12. Equipment of aeroplanes operated by a single pilot under IFR or at night

12A. Emergency power supply for electrically operated attitude indicating

12B. Aircraft equipped with automatic landing systems

12C. EFB equipment

12D. Aircraft icing conditions

PART IV
Communication Equipment

13. Radio equipment

14. Flight crew and cabin crew member interphone system for aeroplanes

15. Public address system – air operator certificate holders

PART V
Navigation Equipment

16. Navigation equipment – general

16A. Performance based navigation

17. Minimum Navigation Performance Specifications

18. Reduced Vertical Separation Minimum

18A. Monitoring height-keeping performance

18B. Surveillance equipment

18C. Installation

19. Electronic navigation data management

19A. Microphones

20. Altitude reporting transponder

PART VI
Aircraft Lights and Instrument Illumination

21. Required aircraft lights and instruments illumination

22. Required aircraft lights and instruments illumination for commercial air transport operations

22A. Noise certification

PART VII
Engine Instruments

23. Engine instruments

PART VIII
Warning Instruments and Systems

24. Mach number indicator

25. Loss of pressurisation indicator

26. Landing gear indicator position and aural warning device

27. Altitude alerting system

28. Ground proximity warning system

29. Weather radar

30. Airborne collision avoidance system

31. Forward looking wind shear warning system – turbojet aeroplanes

PART IX
Flight Recorders

32. Cockpit voice recorders

33. Cockpit voice recorders – performance requirements

33A. Cockpit voice recorder – alternate power

34. Flight data recorders and aircraft data recording system

34A. Combination recorders

35. Data link communications

35A. Flight recorder data

35B. Flight crew-machine interface recordings

35C. Flight recorders – general

PART X
Emergency, Rescue and Survival Equipment

36. Emergency equipment – all aircraft

37. Emergency exit equipment – passengers

38. Ditching emergency exits for passengers

39. Ramp exits

40. Emergency exit arrangement

41. Emergency exit marking

42. Emergency lighting

43. Emergency exit access

44. Main aisle width

45. Visual signalling devices

46. Survival kits

47. Emergency locator transmitters

47A. Location of an aircraft in distress

48. Portable fire extinguishers

49. Lavatory fire extinguisher

50. Lavatory smoke detector

51. Crash axe

52. Marking of break-in points

53. First-aid kit

54. Emergency medical kit – aeroplanes

55. Oxygen storage pressure and dispensing apparatus

56. Protective breathing equipment

57. First-aid oxygen dispensing units

58. Megaphones

59. Individual flotation devices

60. Life rafts

61. Flotation device for helicopter ditching

PART XI
Miscellaneous Systems and Equipment

62. Seats, safety belts and harnesses

63. Passenger and pilot compartment doors – aeroplanes

64. Passenger information signs

65. Materials for cabin interiors, cargo and baggage compartments

66. Power supply, distribution and indication system

67. Protective circuit fuses

68. Icing protection equipment

69. Pitot heat and indication systems

70. Static pressure system

71. Windshield wipers

72. Chart holder

73. Cosmic radiation detection equipment

74. Offences and penalties

75. Administrative penalties

SCHEDULES

S.I. 1, 2013,
S.I. 69, 2022.

PART I
Preliminary (regs 1-2)

1. Citation

These Regulations may be cited as the Civil Aviation (Equipment and Instruments) Regulations.

2. Interpretation

In these Regulations, unless the context otherwise requires—

“aeroplane” means a power-driven heavier-than-air aircraft deriving its lift in flight chiefly from aerodynamic reactions on surfaces which remain fixed under given conditions of flight;

“air operator certificate (AOC)” means a certificate issued by the Authority which authorises an operator to carry out specified commercial air transport operations;

“airborne collision avoidance system (ACAS)” means an aircraft system which—

(a) conforms to the requirements prescribed for the purpose;

(b) is based on secondary surveillance radar transponder signals; and

(c) operates independently of ground based equipment, designed to provide advice and appropriate avoidance manoeuvres to the pilot in relation to other aircrafts which are equipped with secondary surveillance radar and are in undue proximity;

“appropriate aeronautical radio station” means, in relation to an aircraft, an aeronautical radio station serving the area in which the aircraft is, for the time being;

“ARDS” means Aircraft Data Recording System;

“area navigation” means a method of navigation that permits aircraft operations on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these;

“ATS” means Air Traffic Services;

“Automatic Deployable Flight Recorder (ADFR)” means a combination flight recorder installed on the aircraft which is capable of automatically deploying from the aircraft;

“automatic direction finding equipment” means radio navigation equipment which automatically indicates the bearing of any radio station transmitting the signals received by such equipment;

“CARS” means Cockpit Audio Recording System;

“category I operation (CAT I)” means a precision instrument approach and landing with a decision height not lower than 60 m (200 ft) and with either a visibility of not less than 800 m or a runway visual range not less than 550 m;

“category II operation (CAT II)” means a precision instrument approach and landing with a decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a visual range not less 350 m;

“category IIIA operation (CAT IIIA)” means a precision approach and landing with—

(a) a decision height lower than 30 m (100 ft) or no decision height; and

(b) a runway visual range not less than 200 m;

“category IIIB operation (CAT IIIB)” means a precision approach and landing with—

(a) a decision height lower than 15 m (50 ft) or no decision height; and

(b) a runway visual range less than 200 m but not less than 50 m;

“category IIIC operation (CAT IIIC)” means a precision instrument approach and landing with no decision height and no runway visual range limitations;

“controlled flight into terrain (CFIT)” means when an airworthy aircraft is flown, under the control of a qualified pilot, into terrain, water or obstacles, with inadequate awareness on the part of the pilot of the impending collision;

“CVR” means Cockpit Voice Recorder;

“distance measuring equipment (DME)” means radio equipment capable of providing a continuous indication of the aircraft’s distance from the appropriate aeronautical radio stations;

“Electronic Flight Bag (EFB)” means an electronic information system, comprised of equipment and applications for flight crew, which allows for the storing, updating, displaying and processing of EFB functions to support flight operations or duties;

“emergency locator transmitter (ELT)” means any equipment capable of broadcasting distinctive signals on designated frequencies and, depending on application, may be automatically activated by impact or be manually activated;

“enhanced ground proximity warning system (EGPWS)” means a forward looking warning system that uses the terrain data base for terrain avoidance;

“enhanced vision system (EVS)” means a system to display electronic real-time images of the external scene achieved through the use of image sensors;

“FDR” means Flight Data Recorder;

“flash resistant” means not susceptible to burning when ignited;

“flight recorder” means any type of recorder installed in the aircraft for the purpose of complementing accident or incident investigation and includes the cockpit voice recorder or flight data recorder;

“ground proximity warning system (GPWS)” means a warning system that uses radar altimeters to alert the pilots of hazardous flight conditions;

“head-up display (HUD)” means a display system that presents aircraft information into the pilot’s forward external field of view;

“high speed aural warning” means a speed warning that is required for turbine-engined airplanes and airplanes with a vmo/Mmo greater than 0.80 Mf/Mdf or Vd/Md;

“IFR” means Instrument Flight Rules;

“long range overwater flights” means routes on which an aeroplane may be over water and at more than a distance corresponding to 120 minutes at cruising speed or 740 km (400 NM), whichever is the lesser, away from land suitable for making an emergency landing;

“low altitude wind shear warning and guidance system” means a system that issues a warning of low altitude wind shear and may provide the pilot with guidance information of the escaper manoeuvre;

“Mach number indicator” means an indicator that shows airspeed as a function of the Mach number;

“Minimum Equipment List (MEL)” means a list approved by the Authority which provides for the operation of the aircraft, subject to specified conditions, with particular equipment inoperative, prepared by an operator in conformity with, or more restrictive than, the master minimum equipment list established for the aircraft type;

“operator” means a person, organisation or enterprise engaged in or offering to engage in an aircraft operation;

“PBE” means protective breathing equipment;

“reduced vertical separation minimum (RVSM)” means defined portions of airspace where, based on a Regional Air Navigation Agreement, a reduced vertical separation minimum of 300 m (1,000 ft) is applied between FL 290 and FL 410 inclusive;

“Required Communication Performance (RCP) specification” means a set of requirements for air traffic service provision and associated ground equipment, aircraft capability, and operations needed to support performance-based communication;

“required navigation performance” means a statement of the navigation performance necessary for operations with a defined airspace;

“Required Surveillance Performance (RCP) specification” means a set of requirements for air traffic service provision and associated ground equipment, aircraft capability and operations needed to support performance-based surveillance;

“runway visual range (RVR)” means the range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the light delineating the runway or identifying its centre line;

“State of Design” means the state having jurisdiction over the organisation responsible for the type design;

“State of Manufacture” means the state having jurisdiction over the organisation responsible for the final assembly of the aircraft, engine or propeller;

“State of Operator” means the state in which the operator’s principal place of business is located, or if there is no such business, the operator’s permanent place of residence;

“State of Registry” means the state on whose register the aircraft is entered;

“terrain awareness warning system” means a system that provides the flight crew with sufficient information and alerting to detect a potentially hazardous terrain situation and so the flight crew may take effective action to prevent a controlled flight into terrain event; and

“VFR” means Visual Flight Rules.

PART II
Equipment of Aircraft (regs 3-4)

3. General equipment and instruments requirement

(1) In addition to the minimum equipment necessary for the issuance of a certificate of airworthiness under the Civil Aviation (Airworthiness) Regulations (Cap. 71:01 (Sub. Leg.)), a person shall not fly an aircraft unless appropriate equipment, instrument and flight documents, specified in these Regulations are installed or carried in the aircraft.

(2) The owner or operator of any aircraft which is operated in Botswana but not registered in Botswana which uses an airworthiness inspection program approved or accepted by the State of Registry, shall ensure that equipment and instruments installed in the aircraft are properly installed and inspected in accordance with the requirements of the State of Registry.

(2A) The instruments, equipment and documents referred to in subregulation (1), shall be determined in accordance with the aircraft used under the circumstances which the aircraft is to be conducted.

(3) The Authority may specify other additional or special equipment as may be required in the Schedules to these Regulations.

(4) All required equipment and instruments shall be approved and in-stalled in accordance with applicable airworthiness requirements specified under the Civil Aviation (Airworthiness) Regulations.

(5A) Instruments and equipment shall—

(a) be provided with approved instrument and equipment necessary for safe operation of the aircraft in the anticipated operating conditions; and

(b) include the instruments and equipment necessary to enable the crew to operate the aircraft within its operating limits.

(5B) Equipment and instruments required under these Regulations, including their installation, shall be approved or accepted by the Authority.

(5C) A helicopter shall be provided with approved equipment and instrument designed to observe human factors principles necessary—

(a) for the safe operation of the helicopter in anticipated operating conditions; and

(b) to enable the crew to operate the helicopter within its operating limitations.

4. Equipment for commercial air operations

A person shall not commence a flight in commercial air transport operations unless the required equipment—

(a) meets the minimum performance standard, all operational and airworthiness requirements and the relevant provisions of ICAO Annex 10, Volume IV;

(b) is installed such that the failure of any single unit required for either communication or navigation purposes, or both, will not result in the inability to communicate or navigate, or communicate and navigate safely on the route being flown; and

(c) is capable of being operated for the kind of operation being conducted, except as provided in the Minimum Equipment List.

PART III
Flight Instruments (regs 5-12D)

5. General requirement – aircraft instruments

(1) An aircraft shall be equipped with aircraft instruments to enable the aircraft crew to—

(a) control the aircraft path;

(b) carry out any required procedural manoeuvres; and

(2) An aircraft shall be equipped with—

(a) accessible and adequate medical supplies which shall comprise—

(i) one or more first-aid kit for the use of cabin crew in managing incidents of ill health,

(ii) one universal precaution kit for an aircraft required to carry cabin crew as part of the operating crew,

(iii) two universal precaution kits for an aircraft authorised to carry more than 250 passengers for—

(aa) the use of the cabin crew in managing incidents of ill health; and

(bb) managing incidents of ill health associated with a case of suspected communicable disease or illness involving contact with body fluid,

(iv) a medical kit for—

(aa) an aircraft authorised to carry 100 passengers on a sector length of more than two hours;

(bb) medical doctors; or

(cc) other qualified persons to use in treating medical emergencies in the aircraft;

(b) a portable fire extinguisher which—

(i) will not cause dangerous contamination of the air within the aircraft when discharged,

(ii) shall be located in—

(aa) the pilots’ compartment; and

(bb) each passenger compartment that is separate from the pilots’ compartment;

(i) for each person over the age of two years,

(ii) for each seat and restraining,

(iii) comprising of a safety harness for each—

(aa) aircraft crew;

(bb) pilot seat,

(iv) comprising of a safety harness for each pilot seat which shall incorporate a device—

(aa) that will automatically restrain the occupant’s torso in the event of rapid deceleration; and

(bb) to prevent a suddenly incapacitated pilot from interfering with the aircraft controls; and

(d) means of ensuring that the following information and instructions are conveyed to passengers—

(i) when seat belts are to be fastened,

(ii) when and how oxygen equipment is to be used if the carriage of oxygen is required,

(iii) restrictions on smoking,

(iv) location and use of life jackets or equivalent individual flotation devices where their carriage is required,

(v) location and method of opening emergency exits, and

(vi) spare electrical fuses of appropriate ratings for replacement of those accessible in aircraft.

6. Minimum flight instruments

(1) An aircraft that is operated as a VFR flight shall be equipped with—

(a) a magnetic compass;

(b) an accurate timepiece indicating the time in hours, minutes and seconds;

(d) an airspeed indicator; and

(e) such additional instruments or equipment as may be specified by the Authority.

(2) An aircraft that is operated in accordance with the instrument flight rules or which cannot be maintained in a desired attitude without reference to one or more aircraft instruments, shall be equipped with—

(a) a magnetic compass;

(b) an accurate timepiece indicating the time in hours, minutes and seconds;

(d) an airspeed indicating system with means of preventing malfunctioning due to either condensation or icing;

(e) a turn and slip indicator;

(f) an attitude indicator (artificial horizon);

(g) a heading indicator (directional gyroscope);

(h) a means of indicating whether the power supply to the gyroscopic instrument is adequate;

(i) a means of indicating in the flight crew compartment the outside air temperature;

(j) a rate-of-climb and descent indicator; and

(k) such additional instruments or equipment as may be specified by the Authority.

7. Instruments for operations requiring two pilots in day VFR

(1) In any flight where two pilots are required, each pilot’s station shall have separate flight instruments as follows—

(a) an airspeed indicator calibrated in knots, miles per hour or kilometres per hour;

(b) a sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated in hectopascals per millibars, adjustable for any barometric pressure likely to be set during flight;

(d) a turn and slip indicator, or a turn co-coordinator incorporating a slip indicator;

(e) an attitude indicator;

(f) a stabilised direction indicator; and

(g) any other equipment as may be specified by the Authority.

(1A) A VFR flight which is operated as a controlled flight shall be equipped in accordance with subregulation (1).

8. Instruments required for IFR operations

(1) In addition to the requirements under regulation 5, all aircraft when operated in IFR, or when the aircraft cannot be maintained in a desired attitude without reference to one or more flight instruments, shall be equipped with—

(a) an airspeed indicating system with a means of preventing malfunctioning due to either condensation or icing;

(b) for commercial air transport operations, an additional sensitive pressure altimeter calibrated in feet with a sub-scale setting calibrated in hectopascals per millibars, adjustable for any barometric pressure likely to be set during flight;

(d) attitude indicator (artificial horizon)—

(i) one attitude indicator for aeroplanes,

(ii) three attitude indicators for a commercially operated helicopter, one of which may be replaced by a turn indicator, or

(iii) two attitude indicators for a non-commercially operated helicopter, one of which may be replaced by a turn indicator;

(e) a heading indicator (directional gyroscope);

(f) a means of indicating whether the supply of power to the gyroscopic instruments is adequate;

(g) a means of indicating the outside air temperature in the flight crew compartment;

(h) a rate-of-climb and descent indicator;

(i) for a commercial operated helicopter, a stabilisation system operations, unless it has been demonstrated to the satisfaction of the Authority that the helicopter possesses, by nature of its design, adequate stability without such a system; and

(j) such additional equipment or instruments as may be specified by the Authority.

(2) The requirements of subregulation (1)(c), (d) and (e) may be met by combinations of instruments or by integrated flight director systems provided that the safeguards against total failure, inherent in the separate instruments are retained.

(3) A person shall not operate an aeroplane commercially under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with navigation equipment in accordance with the requirements of air traffic services in the area or areas of operation.

(4) A person shall not conduct single pilot IFR operations for commercial air operations unless the aeroplane is equipped with an autopilot with at least altitude hold and heading mode.

(5) A person shall not operate an aeroplane under IFR unless it is equipped with an audio selector panel accessible to each required flight crewmember.

(6) A person shall not conduct single pilot IFR or night operations in commercial air transport operations unless the aeroplane is equipped with a headset with boom microphone or an equivalent and a transmit button on the control wheel.

9. Standby attitude indicator

(1) A person shall not operate an aeroplane with a maximum certified take-off mass exceeding 5,700 kg or a performance Class 1 or 2 helicopter unless it is equipped with a single standby attitude indicator (artificial horizon) that—

(a) operates independently of any other attitude indicating system;

(b) is powered continuously during normal operation; and

(c) after a total failure of the normal electrical generating system, is automatically powered for a minimum of 30 minutes from a source independent of the normal electrical generating system.

(2) Where the standby attitude indicator is being operated by emergency power, it shall be clearly operating and illuminated to the flight crew.

(3) Where the standby attitude indicator has its own dedicated power supply there shall be an associated indication, either on the instrument or on the instrument panel when this supply is in use.

(4) Where the standby attitude instrument system is installed and usable through flight attitudes of 3600 of pitch and roll, the turn and slip indicators may be replaced by slip indicators.

10. Equipment and instruments for category II operations

(1) The instruments and equipment listed in this regulation shall be installed, approved and maintained in accordance with the manufacturer’s specification and as specified under Schedule 1 for each aircraft operated in a category II operation.

(2) Group I of a category II operation shall be equipped with the following equipment which shall be inspected both within three calendar months of the previous inspection and shall also have a bench inspection within 12 months of the previous bench inspection using procedures contained in the approved maintenance program—

(a) two localiser and glide slope receiving systems and each system shall provide—

(i) a basic Instrument Landing Systems display, and

(ii) an instrument panel capable of showing a basic Instrument Landing Systems display:

Provided a single localiser antenna and a single glide slope antenna may be used;

(b) a communications system that does not affect the operation of at least one of the Instrument Landing Systems;

(d) two gyroscopic pitch and bank indicating systems;

(e) two gyroscopic direction indicating systems;

(f) two airspeed indicators;

(g) two sensitive altimeters adjustable for barometric pressure, having markings at 20 foot intervals and each having a placard displaying the correction for altimeter scale error and for the wheel height of the aircraft;

(h) one self-monitoring radio altimeter with dual display;

(i) two vertical speed indicators; and

(j) a flight control guidance system that consists of either an automatic approach coupler or a flight director system.

(3) Category II operations with decision heights below 150 ft shall be equipped with a radio altimeter.

(4) Group II of a category II operation shall be equipped with the following equipment which, with the exception of the static system, does not require special maintenance procedures other than those necessary to retain the original approval condition—

(a) warning systems for immediate detection by the pilot of system faults in items under subregulation (2)(a), (d), and (i);

(b) dual controls;

(d) a windshield wiper or equivalent means of providing adequate cockpit visibility for a safe visual transition by either pilot to touchdown and rollout; and

(e) a heat source for each airspeed system pitot tube installed or an equivalent means of preventing malfunctioning due to icing of the pitot system.

(5) Group II of a category II operation equipment shall be inspected within 12 months of the previous inspection using procedures contained in the approved maintenance program.

11. Equipment and instruments for category III operations

(1) The equipment and instruments listed in this regulation shall be installed, approved and maintained in accordance with internationally acceptable criteria and the Aircraft Flight Manual in each aircraft operated in a category III operation.

(2) Airborne systems for category IIIA minima not less than RVR 200 m (600 ft) shall be equipped with the following equipment in addition to the instrument and navigation equipment required by this Part for IFR flight and category II operations—

(a) a redundant flight control or guidance system demonstrated in accordance with internationally acceptable criteria which include—

(i) a Fail Operational or Fail Passive automatic landing system at least to touchdown,

(ii) a Fail Operational or Fail Passive manual flight guidance system providing suitable head-up or head-down command guidance, and suitable monitoring capability at least to touchdown,

(iii) a hybrid system, using automatic landing capability as the primary means of landing at least to touchdown, or

(iv) other systems that can provide an equivalent level of performance and safety;

(b) an automatic throttle or automatic thrust control system that meets approved criteria as specified in the Aircraft Flight Manual except that for operations with a 15 m (50 ft) Decision Height, or other operations that have been specifically evaluated such as for engine inoperative landing capability, automatic throttles may not be required if it has been demonstrated that operations can be safely conducted, with an acceptable work load, without their use;

(c) at least two independent navigation receivers or sensors providing lateral and vertical position or displacement information, typically with the first pilot’s station receiving the information from one and the second pilot’s station receiving the information from the other;

(d) at least two approved radio altimeter systems that meet the performance requirements criteria as specified in the Aircraft Flight Manual, typically with the first pilot’s station receiving information from one and the second pilot’s station receiving information from the other;

(e) failure detection, annunciation, and warning capability, as determined to be acceptable by criteria specified in the Aircraft Flight Manual;

(f) missed approach guidance provided by one or more of the following means—

(i) attitude displays that include suitable pitch attitude markings, or a pre-established computed pitch command display,

(ii) an approved flight path angle display, or

(iii) an automatic or flight guidance go-around capability;

(g) suitable forward and side flight deck visibility for each pilot as specified in the Aircraft Flight Manual; and

(h) suitable windshield rain removal, ice protection, or defog capability as specified in the Aircraft Flight Manual.

(3) The navigation receivers or sensors referred to under subregulation (2)(c) shall meet the criteria specified for category IIIA operations.

(4) Airborne systems for category IIIB minima less than RVR 200 m (600 ft) but not less than RVR 125 m (400 ft) shall be equipped with the following equipment in addition to the instrument and navigation equipment required by this Part for IFR flight, category II and category IIIA operations—

(a) a redundant flight control or guidance system demonstrated in accordance with internationally acceptable criteria which include—

(i) a Fail Operational landing system with a Fail Operational or Fail Passive automatic rollout system,

(ii) a Fail Passive landing system, limited to touchdown zone RVR not less than RVR 200 m (600 ft), with Fail Passive rollout provided automatically or by a flight guidance system providing suitable head-up or head-down guidance, and suitable monitoring capability,

(iii) a Fail Operational hybrid automatic landing and rollout system with comparable manual flight guidance system, using automatic landing capability as the primary means of landing, or

(iv) other system that can provide an equivalent level of performance and safety;

(b) an automatic throttle or automatic thrust control that meets the appropriate criteria as specified in the Aircraft Flight Manual except that for operations with a 15 m (50 ft) Decision Height, automatic throttles may not be required if it has been demonstrated that operations can safely be conducted, with an acceptable work load, without their use;

(c) at least two independent navigation receivers or sensors providing lateral and vertical position or displacement information, typically with the first pilot’s station receiving information from one and the second pilot’s station receiving information from the other;

(d) at least two approved radio altimeter systems that meet the performance criteria specified in the Aircraft Flight Manual, typically with the first pilot’s station receiving information from one and the second pilot’s station receiving information from the other;

(e) failure detection, annunciation and warning capability as specified in the Aircraft Flight Manual;

(f) missed approach guidance provided by one or more of the following means—

(i) attitude displays that include calibrated pitch attitude markings, or a pre-established computed pitch command display,

(ii) an approved flight path angle display, or

(iii) an automatic or flight guidance go-around capability;

(g) suitable forward and side flight deck visibility for each pilot, as specified in the Aircraft Flight Manual; and

(h) suitable windshield rain removal, ice protection, or defog capability as specified in the Aircraft Flight Manual.

(5) The navigation receivers or sensors referred to under subregulation (4)(c) shall meet the criteria specified in the Aircraft Flight Manual.

(6) Airborne systems for category IIIC minima less than RVR 75 m (250 ft) shall be equipped with the following equipment in addition to the instrument and navigation equipment required by this Part for IFR flight and category II, category IIIA and category IIIB operations—

(a) a Fail Operational Automatic Flight Control System, or manual flight guidance system designed to meet fail operational system criteria, or a hybrid system in which both the fail-passive automatic system and the monitored manual flight guidance components provide approach and flare guidance to touchdown, and in combination provide full fail operational capability, and

(b) a Fail Operational automatic, manual, or hybrid Rollout Control System.

12. Equipment of aeroplanes operated by a single pilot under IFR or at night

An aeroplane operated by a single pilot under IFR or at night shall be equipped with—

(a) a serviceable autopilot that has at least altitude hold and heading select modes;

(b) a headset with a boom microphone or equivalent; and

12A. Emergency power supply for electrically operated attitude indicating

(1) An airplane of a maximum certificated take-off mass of over 5,700 kg newly introduced into service after 1 January 1975 shall, be fitted with an emergency power supply independent of the main electrical generating system, for the purpose of operating and illuminating, for a minimum period of 30 minutes, an attitude instrument indicating instrument (artificial horizon), clearly visible to the pilot-in-command.

(2) The emergency power supply shall—

(a) be automatically operative after the total failure of the main electrical generating system; and

(b) give clear indication on the instrument panel that the attitude indicator is being operated by emergency power.

(3) The instruments used by a pilot shall be arranged to permit the pilot to see indications readily from his or her station, with the minimum practicable deviation from the position and line of vision normally assumed when looking forward along the aircraft path.

12B. Aircraft equipped with automatic landing systems

(1) Where an aircraft is equipped with the following systems, the Authority shall approve the use of such systems for the safe operation of the aircraft—

(a) automatic landing systems;

(b) a head-up display (HUD);

(d) enhanced vision systems (EVS);

(e) synthetic vision systems (SVS) or combined vision systems (CVS); or

(f) any combination of those systems into a hybrid system.

(2) The Authority shall ensure the following in approving the operational use of automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS—

(a) the equipment meets the appropriate airworthiness certification requirements;

(b) the operator has carried out a safety risk assessment of the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS; and

(c) the operator has established and documented the procedures for the use of, and training requirements for, automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS.

12C. EFB equipment

(1) The operator shall ensure that where EFB are used on board, the performance of the aircraft systems, equipment or the ability to operate the aircraft is not affected.

(2) Where an EFB is used on board of an aircraft, the operator shall—

(a) assess the safety risk associated with each EFB function;

(b) establish and document the procedures for the use of, and training requirements for, the EFB and each EFB function; and

(c) ensure that, in the event of an EFB failure, sufficient information is readily available to the flight crew for the aircraft to be conducted safely.

(3) The Authority shall approve the operational use of EFB functions to be used for the safe operations of an aircraft.

(4) The Authority shall ensure that, in approving the use of EFB—

(a) the EFB equipment and its associated installation hardware, including interaction with the aircraft system if applicable, meet the appropriate airworthiness certification requirements;

(b) the operator has assessed the safety risks associated with the operations supported by the EFB functions;

(c) the operator has established requirements for redundancy of the information contained in and displayed by the EFB functions if appropriate;

(d) the operator has established and documented procedure for the management of the EFB functions including any database it may use; and

(e) the operator has established and documented the procedures for the use of, and training requirements for, the EFB and the EFB functions.

12D. Aircraft icing conditions

An aircraft shall be equipped with suitable de-icing or anti-icing devices when operated in circumstances in which icing conditions are reported to exist or are expected to be encountered.

PART IV
Communication Equipment (regs 13-15)

13. Radio equipment

(1) A person shall not operate an aircraft unless it is equipped with radio communication equipment required for the kind of operation being conducted.

(2) An aircraft, shall be equipped with radio communication equipment capable of—

(a) conducting two-way communication for aerodrome control purposes;

(b) receiving meteorological information at any time during the flight;

(d) conducting two-way communications at any time during the flight—

(i) with at least one aeronautical station, and with such other aeronautical stations; and

(ii) on such frequencies as may be specified by the Authority.

(3) The radio communication equipment required in these Regulations shall be approved and installed in accordance with the requirements applicable to them, including the minimum performance requirements, and shall meet any other requirements as may be specified by the Authority.

(4) The radio communication equipment required in accordance with subregulation (2), shall provide for communications on the aeronautical emergency frequency 121.5 MHz.

(5) An aircraft shall, where communication equipment is required to meet an RCP specification for performance-based communication and in addition to the requirements specified in subregulation (2)—

(a) be equipped with communication equipment which will enable it to operate in accordance with the approved RCP specifications;

(b) have information relevant to the aircraft RCP specification capabilities listed in the aircraft manual or other aircraft documentation approved by the State of Design or State of Registry; and

(6) The Authority shall ensure that for operations where an RCP specification has been prescribed, the operator has established and documented—

(a) normal and abnormal procedures, including contingency procedures;

(b) flight crew qualification and proficiency requirements, in accordance with appropriate RCP specifications;

(d) appropriate maintenance procedures to ensure continued airworthiness, in accordance with appropriate RCP specifications.

(7) The Authority shall ensure that, in respect of the aircraft mentioned in subregulation (4), adequate provisions exist for—

(a) receiving the reports of observed communication performance issued by monitoring programmes established in accordance with Civil Aviation (Rules and Air Traffic Services) Regulations (Cap. 71:01 (Sub. Leg)); and

(b) taking immediate corrective action for individual aircraft, aircraft type or operators, identified in such report as not complying with the RCP specifications.

14. Flight crew and cabin crew member interphone system for aeroplanes

(1) A person shall not operate an aeroplane in commercial air transport operations on which a flight crew of more than one is required unless the aeroplane is equipped with a flight crew interphone system, including headsets and microphones, not of a handheld type, for use by all members of the flight crew.

(2) A person shall not operate an aeroplane in commercial air transport operations with a maximum certified take-off mass exceeding 15,000 kg, or having an approved passenger seating capacity of 19 or more, or having a flight crew compartment door, unless the aeroplane is equipped with a crew member interphone system that—

(a) operates independently of the public address system except for handsets, headsets, microphones, selector switches and signalling devices;

(b) provides a means of two-way communication between the flight crew compartment and each—

(i) passenger compartment,

(ii) galley located other than on a passenger deck level, and

(iii) remote crew compartment that is not on the passenger deck and is not easily accessible from a passenger compartment;

(i) from each of the required flight crew stations in the flight crew compartment, and

(ii) at required cabin crew member stations close to each separate or pair of floor level emergency exits;

(d) has an alerting system incorporating aural or visual signals for use by flight crew members to alert the cabin crew, and for use by cabin crew members to alert the flight crew in the event of suspicious activity or security breaches in the cabin;

(e) has a means for the recipient of a call to determine whether it is a normal call or an emergency call; and

(f) provides on the ground a means of two-way communication between ground personnel and at least two flight crew members.

15. Public address system – air operator certificate holders

(1) An air operator certificate holder shall not operate a passenger carrying aeroplane with a maximum approved passenger seating configuration of more than 19 unless it is equipped with a public address system that—

(a) operates independently of the interphone systems except for handsets, headsets, microphones, selector switches and signalling devices;

(b) is readily accessible for immediate use from each required flight crew member station;

(c) for each required floor level passenger emergency exit which has an adjacent cabin crew seat, is further equipped with a microphone which is readily accessible to the seated cabin crew member, except that one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated cabin crew members;

(d) is capable of operation within 10 seconds by a cabin crew member at each of those stations in the compartment from which its use is accessible; and

(e) is audible and intelligible at all passenger seats, toilets, and cabin crew seats and workstations.

(2) An air operator certificate holder shall not operate a passenger carrying helicopter with a maximum approved passenger seating configuration of more than 19 unless it is equipped with a public address system that—

(a) operates independently of the interphone systems except for handsets, headsets, microphones, selector switches and signalling devices;

(b) is readily accessible for immediate use from each required flight crew member station;

(d) is capable of operation within 10 seconds by a cabin crew member at each of those stations in the compartment from which its use is accessible;

(e) nd intelligible at all passenger seats, toilets, and cabin crew seats and workstations; and

(f) following a total failure of the normal electrical generating system, provide a reliable operation for a minimum of 10 minutes.

(3) An air operator certificate holder shall not operate a passenger carrying helicopter with a maximum approved passenger seating configuration of more than nine but less than 19 unless it is equipped with a public address system.

(4) Subregulation (3) shall not apply where—

(a) the helicopter is designed without a bulkhead between pilot and passengers; and

(b) the operator is able to demonstrate in a manner acceptable to the Authority that when in flight, the pilot’s voice is audible and intelligible at all passenger seats.

PART V
Navigation Equipment (regs 16-20)

16. Navigation equipment – general

(1) A person shall not operate an aircraft unless it is equipped with navigation equipment that enables it to proceed in accordance with—

(a) its operational flight plan; and

(b) the requirements of air traffic services,

except when, navigation for flights under VFR is accomplished by visual reference to landmarks.

(2) …

(3) A person shall not operate an aircraft unless it is equipped with sufficient navigation equipment that will enable the aircraft to navigate in accordance with subregulation (1), such that—

(a) in the event of the failure of any piece of navigation equipment at any stage of flight, the remaining equipment enables the aircraft to continue to navigate; and

(b) the failure of any single unit required for either communications or navigation purposes, or both does not result in the failure of another unit required for communications or navigation purposes.

(4) The equipment requirements specified under subregulation (3)(a) shall not apply in instances where the Authority authorises VFR by visual reference to landmarks.

(5) A person shall not operate an aeroplane under IFR, or under VFR over routes that cannot be navigated by reference to visual landmarks, unless the aeroplane is equipped with navigation equipment in accordance with the requirements of air traffic services in the area or areas of operation.

(6) An aircraft intended to land in Instrument Meteorological Conditions or at night shall be provided with radio navigation equipment capable of receiving signals providing guidance to—

(a) a point from which a visual landing can be effected; or

(b) each aerodrome at which it is intended to land in Instrument Meteorological Conditions; and

16A. Performance based navigation

(1) In addition to the requirements under regulation 16(1), for operations where a navigation specification for performance-based navigation has been specified, an aircraft shall—

(a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification;

(b) have information relevant to the aircraft navigation specification capabilities listed in the flight manual or other aircraft documentation approved by the Authority; and

(2) The Authority shall ensure that for operations where an PBN specification has been provided, the operator has established and documented—

(a) normal and abnormal procedures, including contingency procedures;

(b) aircraft crew qualification and proficiency requirements, in accordance with appropriate navigation specifications;

(d) appropriate maintenance procedures to ensure continued airworthiness, in accordance with appropriate navigation specifications.

(3) The Authority shall issue a specific approval for operations based on PBN authorisation required navigation specifications.

17. Minimum Navigation Performance Specifications

(1) A person shall not operate an aircraft in portions of airspace where, based on a Regional Air Navigation Agreement, minimum navigation performance specifications are specified, unless the aircraft is equipped with navigation equipment that—

(a) continuously provides indication to the flight crew of adherence to or departure from track to the required degree of accuracy at any point along that track; and

(b) has been authorised by the Authority for the minimum navigation performance specification operations concerned.

(2) The navigation equipment required for operations in Minimum Navigation Performance Specification airspace shall be visible and usable by the pilot seated at his or her duty station.

(3) For unrestricted operation in Minimum Navigation Performance Specification airspace an aeroplane shall be equipped with two indepen-dent Long-Range Navigation Systems.

(4) For operation in Minimum Navigation Performance Specification airspace along notified special routes, an aeroplane shall be equipped with one Long-Range Navigation System, unless otherwise specified.

18. Reduced Vertical Separation Minimum

(1) For flights in defined portions of airspace where, based on a Regional Air Navigation Agreement, a Reduced Vertical Separation Minimum (RVSM) of 300 m (1,000 ft) is applied between FL 290 and FL 410 inclusive, an aeroplane shall be—

(a) equipped such that the equipment is capable of—

(i) indicating to the flight crew the flight level being flown,

(ii) automatically maintaining a selected flight level,

(iii) providing an alert level to the flight crew when a deviation occurs from the selected flight level and threshold for the alert shall not exceed Â± 90 m (300 ft), and

(iv) automatically reporting pressure-altitude; and

(b) authorised by the Authority for operations in the airspace concerned through—

(i) operations specifications for air operator certificate holders, or

(ii) letter of authorisation for non-air operator certificate holders.

(2) An application for Reduced Vertical Separation Minimum approval or authorisation shall be made to the Authority in the form set out in Part I of Schedule 2 and shall be accompanied by a fee of P2,000.

(3) Prior to granting a Reduced Vertical Separation Minimum approval required under subregulation (1), the Authority shall first satisfy itself that—

(a) the vertical navigation performance capability of the aeroplane satisfies the requirements specified in Part II of Schedule 2;

(b) the operator has instituted appropriate procedures in respect of continued airworthiness including maintenance and repair practices and programmes; and

(c) the operator has instituted appropriate flight crew procedures for operations in Reduced Vertical Separation Minimum airspace.

(4) The Authority shall, in consultation with the State of Registry, where appropriate, ensure that adequate provisions exist, in respect of those aeroplanes referred to under subregulation (1), for—

(a) receiving the reports of height-keeping performance issued by the monitoring agencies established in accordance with ICAO Annex 11;and

(b) taking immediate corrective action for individual aircraft, or aircraft type groups, identified in such reports as not complying with the height-keeping requirements for operations in airspace where a Reduced Vertical Separation Minimum is applied.

18A. Monitoring height-keeping performance

(1) An operator shall ensure that a minimum of two aircraft of each aircraft type grouping have height-keeping performance monitored, at least once every two years or within intervals of 1 000 aircraft hours per aircraft, whichever period is longer.

(2) If an aircraft type grouping consists of a single aircraft, monitoring of that aircraft by an operator shall be accomplished within the specified period under subregulation (1).

(3) The Authority shall ensure that appropriate action is taken in respect of aircraft and operators found to be operating in RVSM airspace without a valid RVSM approval.

(4) An aircraft shall be sufficiently equipped with navigation equipment to ensure that, in the event of the failure of one item of equipment at any stage of the flight, the remaining equipment enables the aircraft to navigate in a reduced vertical separation minimum space.

(5) A group of aircraft that have identical design and built with respect to details that could influence the accuracy of height-keeping performance, such height-keeping performance capability shall—

(a) be such that the total vertical error (TVE) for the group of aircraft have a mean no greater than 25 m (80 ft) in magnitude; and

(b) have a standard deviation no greater than—

(i) 28 – 0.013z2 for 0 << z << 25 when z is the magnitude of the mean TVE in meters, or

(ii) have a 92 – 0.004z2 for 0 << z << 80 where z is in feet.

(6) In addition, the components of TVE shall have the following characteristics—

(a) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft) in magnitude;

(b) the sum of the absolute value of the mean ASE and of three standard deviations of ASE not exceed 75 m (245 ft); and

(i) symmetric about a mean of 0 m, with a standard deviation no greater than 13.3 m (43.7 ft), and

(ii) at least exponential in decrease in frequency of differences with increasing difference magnitude.

(7) Notwithstanding subregulation (6), the height-keeping performance capability in respect of aircraft which characteristics of the airframe and altimetry system fit are unique and not classified as belonging to a group of aircraft shall be such that, the components of the TVE of the aircraft have the following characteristic—

(a) the ASE of the aircraft not exceed 60 m (200 ft) in magnitude under all flight conditions; and

(b) the differences between the cleared flight level and the indicated pressure altitude flown be—

(i) symmetric about a mean of 0 m, with a standard deviation no greater than 13.3 m (43.7 ft); and

(ii) at least exponential in decrease in frequency of differences with increasing difference magnitude.

18B. Surveillance equipment

(1) An aircraft shall be provided with surveillance equipment that will enable it to operate in accordance with the requirements of air traffic services.

(2) For operations where surveillance equipment is required to meet an RSP specification for performance-based surveillance, an aircraft shall, in addition to the requirements specified under this subregulation—

(a) be provided with surveillance equipment that will enable it to operate in accordance with the provided RSP specification;

(b) have information relevant to aircraft RSP specification capabilities listed in the flight manual or other aircraft documentation approved by State of Design or State of Registry; and

(3) The Authority shall ensure that for operations where an RSP specification for PBS has been specified, the operator has established and documented—

(a) normal and abnormal procedures, including contingency procedures;

(b) flight crew qualification and proficiency requirements, in accordance with appropriate RSP specifications;

(d) appropriate maintenance procedures to ensure continued airworthiness, in accordance with appropriate RSP specifications.

(4) The Authority shall ensure that, in respect of the aircraft mentioned in subregulation (2), adequate provisions exist for—

(a) receiving the reports of observed surveillance performance, issued by monitoring programmes established in accordance with Civil Aviation (Air Traffic Services) Regulations;

(b) taking immediate corrective action for individual aircraft, aircraft types or operators, identified in such reports as not complying with the RSP specification.

18C. Installation

The equipment installation shall be such that failure of any single unit required for communication, navigation, surveillance purposes or any combination thereof will not result in the failure of another unit required for communication, navigation, surveillance purposes or any combination thereof will not result in the failure of another unit required for communication, navigation or surveillance purposes.

19. Electronic navigation data management

(1) A person shall not employ electronic navigation data products that have been processed for application in the air and on the ground unless the Authority has approved—

(a) the operator’s procedures for ensuring that the process applied and the products delivered have met acceptable standards of integrity and that the products are compatible with the intended function of the existing equipment; and

(b) the operator’s programme for continual monitoring of both process and product.

(2) An operator shall implement procedures to ensure the timely distribution and insertion of current and unaltered electronic navigation data to aircraft that require it.

19A. Microphones

(1) A person shall not operate the following aircraft or in the following conditions unless the aircraft is equipped with a boom or throat microphone available for each required flight crew member and at each flight duty station—

(a) any aeroplane in IFR conditions;

(b) any aeroplane in commercial air transport operations; or

(2) All flight crew members required to be on flight deck duty shall communicate through boom or throat microphones under the following operations or conditions—

(a) when operating any aeroplane during IFR operations;

(b) any aeroplane in commercial air transport operations below the transition level or altitude; or

20. Altitude reporting transponder

(1) An aircraft shall be equipped with pressure-altitude reporting transponder which operates in accordance with requirements provided by the Authority.

(2) A person shall not operate an aircraft at altitudes above FL 290 unless it is equipped with a system that automatically reporting pressure altitudes.

(3) A person shall not operate an aircraft in commercial air transport operations unless it is equipped with a pressure-altitude reporting trans-ponder that operates in accordance with the requirements of Botswana air traffic services and ICAO Annex 10, Volume 4.

(4) An aeroplane for which the individual certificate of airworthiness was first issued after 01 January 2009 shall be equipped with a data source that provides pressure-altitude information with a resolution of 7.62 m (25 ft), or better.

(5) After 01 January 2012, all aeroplanes flying in Botswana shall be equipped with a data source that provides pressure-altitude information with a resolution of 7.62 m (25 ft), or better.

(6) Where an aeroplane is equipped with a Mode S transponder, the Mode S transponder shall be provided with an airborne or on-the-ground status if the aeroplane is equipped such that it is capable of detecting such status automatically.

PART VI
Aircraft Lights and Instruments Illumination (regs 21-22A)

21. Required aircraft lights and instruments illumination

(1) An aircraft operated at night shall be equipped with—

(a) equipment and instruments required for IFR operations;

(b) two landing lights;

(d) illumination for all aircraft equipment and instruments that are essential for the safe operation of the aircraft used by the aircraft crew;

(e) lights in all passenger compartments;

(f) an independent portable light for each crew member station; and

(g) the lights required by the Civil Aviation (Rules of the Air and Air Traffic Services) Regulations (Cap. 71:01 (Sub. Leg.)) for an aircraft in flight or operating on the movement area of an aerodrome.

(2) An aircraft type certificated with aviation red or aviation white anti- collision system shall be equipped with an anti-collision system operative in both day and night and in the event of the failure of any light of the anti- collision light system, operation of the aircraft shall continue to a location where repairs or replacements can be made.

22. Required aircraft lights and instruments illumination for commercial air transport operations

A person shall not operate an aircraft in commercial air transport operations unless it is equipped with—

(a) two landing lights or a single light having two separately energised filaments;

(b) an anti-collision light system;

(d) lights in all passenger compartments;

(e) a flashlight for each crew member station;

(f) navigation or position lights;

(g lights to conform to the international regulations for preventing collisions at sea if the aircraft is a seaplane or an amphibian aircraft; and

(h) a landing light that is trainable, at least in the vertical plane for helicopters.

22A. Noise certification

(1) An operator shall not operate an aircraft without a document or statement attesting noise certification approved by the Authority.

(2) If a document or statement attesting noise certification is issued in a language other than English, it shall include an English translation.

PART VII
Engine Instruments (reg 23)

23. Engine instruments

(1) Unless the Authority allows or requires different instrumentation for turbine engine powered aeroplanes to provide equivalent safety, a person shall not operate any powered aircraft unless it is equipped with the following engine instruments—

(a) a means for indicating fuel quantity in each fuel tank to be used;

(b) an oil pressure indicator for each engine;

(d) a manifold pressure indicator for each engine; and

(e) a tachometer for each engine.

(2) Unless the Authority allows or requires different instrumentation for turbine engine powered aeroplanes to provide equivalent safety, in addition to the listed equipment requirements under subregulation (1), a person shall not operate any powered aircraft unless it is equipped with the following engine instruments—

(a) a carburettor air temperature indicator for each piston engine;

(b) a cylinder head temperature indicator for each air-cooled piston engine;

(d) a fuel flowmeter or fuel mixture indicator for each engine not equipped with an automatic altitude mixture control;

(e) an oil quantity indicator for each oil-tank when a transfer or separate oil reserve supply is used;

(f) an independent fuel pressure warning device for each engine or a master warning device for all engines with a means for isolating the individual warning circuits from the master warning device;

(g) a device for each reversible propeller, to indicate to the pilot when the propeller is in reverse pitch, which complies with the following—

(i) the device may be actuated at any point in the reversing cycle between the normal low pitch stop position and full reverse pitch, but it may not give an indication at or above the normal low pitch stop position; or

(ii) the source of indication shall be actuated by the propeller blade angle or be directly responsive to it.

PART VIII
Warning Instruments and Systems (regs 24-31)

24. Mach number indicator

An aircraft with speed limitations expressed in terms of Mach number shall be equipped with a Mach number indicator.

25. Loss of pressurisation indicator

A pressurised aircraft intended to be operated at flight altitudes above 25,000 ft shall be equipped with a device to provide positive warning to the flight crew of any dangerous loss of pressurisation.

26. Landing gear indicator position and aural warning device

(1) A powered civil aircraft with retractable landing gear shall be equipped with a landing gear position indicator.

(2) An aeroplane with retractable landing gear shall be equipped with an aural warning device that functions continuously under the following conditions—

(a) for aeroplanes with an established approach wing-flap position, whenever the wing flaps are extended beyond the maximum certified approach climb configuration position in the Aeroplane Flight Manual and the landing gear is not fully extended and locked; and

(b) for aeroplanes without an established approach climb wing-flap position, whenever the wing flaps are extended beyond the position at which landing gear extension is normally performed and the landing gear is not fully extended and locked.

(3) The warning system required under subregulation (2)—

(a) may not have a manual shutoff;

(b) shall be in addition to the throttle-actuated device installed under the type certification airworthiness requirements; and

(4) The flap position-sensing unit referred to under subregulation (2) may be installed at any suitable place in the aeroplane.

27. Altitude alerting system

(1) A person shall not operate a turbine powered aeroplane in Botswana with a maximum certified take-off mass in excess of 5,700 kg or having a maximum approved passenger seating configuration of more than nine seats, or a turbojet powered aeroplane, unless it is equipped with an altitude alerting system capable of—

(a) alerting the flight crew upon approaching preselected altitude in either ascent or descent; and

(b) alerting the flight crew by an aural signal, when deviating above or below a preselected altitude.

(2) For operations in defined portions of airspace where, based on Regional Air Navigation Agreement, a vertical separation minimum of 300 m (1,000 ft) is applied above FL 290, an aircraft shall be equipped with equipment which is capable of providing an alert to the flight crew when a deviation occurs from the selected flight level.

(3) The threshold for the alert referred to under subregulation (2) may not exceed Â±90 m (300 ft).

28. Ground proximity warning system

(1) An operator in Botswana shall not operate a turbine-powered aeroplane of a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than nine passengers, unless it is equipped with a ground proximity warning system that has a forward looking terrain avoidance function.

(2) An operator in Botswana shall not operate a turbine-powered aeroplane of a maximum certificated take-off mass in excess of 15,000 kg or authorised to carry more than 30 passengers, unless it is equipped with a ground proximity warning system that has a forward looking terrain avoidance function.

(3) A turbine-engined aeroplane of a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than nine passengers, for which the individual certificate of airworthiness is first issued on or after 1st January, 2004 shall be equipped with a ground proximity warning system which has a forward looking terrain avoidance function.

(4) A turbine-engined aeroplane of a maximum certificated take-off mass of 5,700 kg or less and authorised to carry more than five but not more than nine passengers, shall be equipped with a ground proximity warning system as set out under subregulation (6) paragraph (a), (c) and (d).

(5) A piston-engined aeroplane of a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than nine passengers, shall be equipped with a ground proximity warning system as set out under subregulation (6) paragraph (a), (c) and (d).

(6) A ground proximity system warning shall automatically provide by means of aural signals which may be supplemented by visual signals, timely and distinctive warning to the aircraft crew of the following circumstances—

(a) excessive descent rate;

(b) excessive terrain closure rate;

(d) unsafe terrain clearance while not in landing configuration such as—

(i) gear not locked down, or

(ii) flaps not in a landing position; and

(e) excessive descent below the instrument glide path.

29. Weather radar

(1) A person shall not operate an aeroplane in commercial transport in an area where thunderstorms or other potentially hazardous weather conditions may be expected unless it is equipped with a weather radar.

(2) A person shall not operate a helicopter in commercial air transport when carrying passengers in an area where thunderstorms or other potentially hazardous weather conditions may be expected unless it is equipped with a weather radar.

30. Airborne collision avoidance system

(1) Any Airborne Collision Avoidance System (ACAS II) installed in an aircraft in Botswana shall be approved by the Authority.

(2) A person operating an aircraft equipped with an Airborne Collision Avoidance System shall have that system on and operating.

(3) A person shall not operate a turbine-engine aeroplane with a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than 19 passengers, unless it is equipped with an Airborne Collision Avoidance System II.

(4) An Airborne Collision Avoidance System shall operate in accordance with the Civil Aviation (Surveillance and Collision Avoidance) Regulations (Cap. 71:01 (Sub. Leg.)).

(5) A person shall not commercially operate a turbine powered aeroplane with a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than 19 passengers, unless it is equipped with an Airborne Collision Avoidance System II.

(6) The Authority shall approve an Airborne Collision Avoidance System that operates in accordance with the relevant provisions of ICAO An-nex 10, Volume IV.

31. Forward looking wind shear warning system – turbojet aeroplanes

(1) A turbojet aeroplane engaged in commercial air transport operations with a maximum certificated take-off mass in excess of 5,700 kg or authorised to carry more than nine passengers shall be equipped with a forward-looking wind shear warning system.

(2) The forward-looking wind shear warning system referred to under subregulation (1) shall be capable of—

(a) providing the pilot with a timely aural and visual warning of wind shear ahead of the aircraft and the information required to permit the pilot to safely commence and continue a missed approach or go-around or to execute an escape manoeuvre if necessary; and

(b) providing an indication to the pilot when the limits specified for the certification of automatic landing equipment are being approached, when such equipment is in use.

PART IX
Flight Recorders (regs 32-35C)

32. Cockpit voice recorders

(1) A person shall not operate the following aircraft unless it is equipped with a cockpit voice recorder capable of recording the aural environment of the flight deck during flight time—

(a) all commercially operated aeroplanes with a maximum certificated take-off mass of over 5,700 kg;

(b) all aeroplanes of a maximum certificated take-off mass of over 5,700 kg for which the individual certificate of airworthiness was first issued on or after 1 January 1987;

(d) all commercially operated helicopters with a maximum certificated take-off mass of over 3,175 kg; and

(e) all helicopters with a certificated take-off mass of over 7,000 kg.

(2) Cockpit voice recorders and cockpit audit recording system installed in aircraft registered in Botswana or operated in commercial air transport operations in Botswana, shall not use magnetic tape or wire.

(3) Where a helicopter is not equipped with a flight data recorder, at least a main rotor speed shall be recorded on one track of the cockpit voice recorder.

(4) A turbine-powered aeroplane of maximum certificated take-off mass of over 2,250 kg, up to and including 5,700 kg, for which the application for a type certification is submitted to a Contracting State on or after 1st January, 2016 and required to be operated by more than one pilot shall be equipped with either a Cockpit Voice Recorder (CVR) or a Cockpit Audio Recording System (CARS).

(5) A turbine-powered aeroplane of a maximum certificated take-off mass of 5,700 kg or less for which the individual certificate of airworthiness was first issued on or after 1st January, 2016 and required to be operated by more than one pilot, shall be equipped with either a CVR or a CARS.

(6) An aircraft required to be equipped with CVR shall have a CVR capable of retaining information recorded during at least two hours of operation.

(7) An aeroplane of a maximum certificated take-off mass of over 27,000 kg for which the individual certificate of airworthiness was first issued on or after 1st January, 2021 shall be equipped with a CVR capable of retaining the information recorded during at least the last 25 hours of its operation.

(8) A CVR or CARS shall start to record prior to the aircraft moving under its own power and record continuously until the termination of the flight when the aircraft is no longer capable of moving under its own power.

(9) In addition, depending on the availability of electrical power, the CVR or CARS shall start to record as early as possible during the cockpit checks prior to engine start at the beginning of the flight until the cockpit checks immediately following engine shutdown at the end of the flight.

33. Cockpit voice recorders – performance requirements

(1) A cockpit voice recorder shall be capable of recording on at least four tracks simultaneously—

(a) in an in-line format in one direction if a one directional configuration is used; or

(b) in both directions if a bi-directional configuration is used.

(2) The track allocation for a cockpit voice recorder shall be as follows—

(a) Track 1 – co-pilot headphones and live boom microphone;

(b) Track 2 – pilot headphones and live boom microphone;

(d) Track 4 – time reference plus the third and fourth crew members’ headphone and live microphone, if applicable.

(3) To preserve the cockpit voice recorder recordings—

(a) a person shall not turn off a cockpit voice recorder during flight time;

(b) the cockpit voice recorder shall be de-activated upon completion of flight time following an accident or incident; and

(c) the cockpit voice recorder shall after an accident not be re-activated before disposition as provided for by the Civil Aviation (Accident and Incident Investigation) Regulations (Cap. 71:01 (Sub. Leg.)).

(4) To facilitate location and identification in case of an accident, the cockpit voice recorder shall—

(a) be either bright orange or bright yellow;

(b) have reflective tape affixed to the external surface to facilitate its location under water;

(c) have an approved underwater locating device on or adjacent to the recorder, which is secured in such a manner that it is not likely to be separated during a crash impact and is automatically activated; and

(d) be constructed, located and installed so as to provide maximum practical protection for the recordings in order that the recorded information may be preserved, recovered and transcribed.

33A. Cockpit voice recorder – alternate power

(1) An alternate power source shall—

(a) automatically engage and provide 10 minutes, plus or minus one minute of operation whenever aeroplane power to the recorder ceases, either by normal shutdown or by any other loss of power;

(b) power the CVR and associated cockpit area microphone components; and

(2) For the purpose of subregulation (1), “alternate” means—

(a) separate from the power source that normally provides power to the CVR; or

(b) the use of aeroplane batteries or other power sources that meet the requirements of subregulation (1):

Provided that electrical power for essential and critical loads is not compromised.

(3) An aeroplane of a maximum certificated take-off mass of over 27,000 kg for which the application for type certification is submitted to the Authority on or after 1st January, 2016 shall be provided with an alternate power source, that powers the forward CVR in the case of combination recorders.

(4) An aeroplane of a maximum certificated take-off mass of over 27,000 kg for which the individual certificate of airworthiness is first issued on or after 1st January, 2018 shall be provided with an alternate power source, which powers at least one CVR.

34. Flight data recorders and aircraft data recording system

(1) A person shall not operate the following aircraft unless it is equipped with a flight data recorder—

(a) an aeroplane with a maximum certificated take-off mass of over 5,700 kg up to and including 27,000 kg for which the individual certificate of airworthiness was first issued on or after 1st January, 1989 shall be equipped with FDR which shall record at least the first 16 parameters listed in Table A3-1 in Schedule 3;

(b) an aeroplane with a maximum certificated take-off mass of more than 27,000 kg for which the individual certificate of airworthiness was first issued on or after 1st January, 1989 shall be equipped with FDR, which shall record at least the first 16 parameters listed in Table A3-1 in the Schedule 3;

(c) a turbine-powered aeroplane used in commercial air transport operations with a maximum certificated take-off mass of 5,700 kg or less, for which the individual certificate of airworthiness was first issued on or after 1st January, 2016, shall be equipped with—

(i) an FDR which shall record at least the first 16 parameters listed in Table A3-1 in the Schedule 3,

(ii) a Class C AIR or AIRS capable of recording flight path and speed parameters displayed to the pilot, as defined in paragraph 3.2.4 in Schedule 3, or

(iii) an ADRS capable of recording at least the first seven parameters listed in Table A3-3 in Schedule 3;

(d) a turbine-powered aeroplane in commercial air transport operations, for which the individual certificate of airworthiness was first issued on or after 1st January, 1987 but before 1st January 1989, with a maximum certificated take-off mass of more than 5,700 kg, except those in subregulation (1)(f), shall be equipped with an FDR which should record at least the first nine parameters listed in Table A3-1 in the Schedule 3;

(e) a turbine-powered aeroplane used in commercial air transport operations, for which the individual certificate of airworthiness was first issued on or after 1st January, 1987 but before 1st January 1989, with a maximum certificated take-off mass of more than 27,000 kg that is of a type of which the prototype was certificated by the appropriate national authority after 30th September, 1969, shall be equipped with an FDR which shall record at least the first 16 parameters listed in Table A3-1 in the Schedule 3;

(f) a turbine-powered aeroplane used in commercial air transport operations, for which the individual certificate of airworthiness was first issued before 1st January, 1987, with a maximum certificated take-off mass of over 27,000 kg that is of a type of which the prototype was certificated by the appropriate national authority after 30th September, 1969 shall be equipped with a FDR which shall record, in addition to the first 5 parameters listed in Table A3-1 in Schedule 3, such additional parameters as are necessary to meet the objectives of determining—

(i) the attitude of the aircraft in achieving its flight path, and

(ii) the basic forces acting upon the aircraft resulting in the achieved flight path and the origin of such basic forces;

(g) a turbine-powered aeroplane used in commercial air transport operations, for which the individual certificate of airworthiness was first issued before 1st January, 1989, with a maximum certificated take-off mass of more than 5,700 kg, except those in subregulation (1)(f), shall be equipped with an FDR which shall record at least the first five parameters listed in Table A3-1 in the Schedule 3;

(h) an aeroplane with a maximum certificated take-off mass of more than 5,700 kg for which the individual certificate of airworthiness was first issued after 1st January, 2005 shall be equipped with an FDR which shall record at least the first 78 parameters listed in Table A3-1 in the Schedule 3;

(i) a multi-engined turbine-powered aeroplane in commercial air transport operations with a maximum certificated take-off mass of 5,700 kg or less for which the individual certificate of airworthiness was first issued on or after 1 January 1990 shall be equipped with an FDR which shall record at least the first 16 parameters listed in Table A3-1 in the Schedule 3;

(j) a helicopter with a certificated take-off mass of over 7,000 kg or having a passenger seating configuration of more than 19, shall be equipped with an FDR which shall record at least the first 30 parameters listed in Table A3-2 under Schedule 3;

(k) a helicopter with a certificated take-off mass of over 3,175 kg shall be equipped with an FDR which shall record at least the first 48 parameters listed in Table A3-2 under Schedule 3; and

(/) all turbine-engined helicopters of a maximum certificated take-off mass of over 2,250 kg, up to and including 3,175 kg for which the application for type certification was submitted to a Contracting State on or after 1st January, 2018 shall be equipped with—

(i) an FDR which shall record at least the first 48 parameters listed in Table A3-2 under Schedule 3,

(ii) a Class C AIR or AIRS which shall record at least the flight path and speed parameters displayed to the pilot as defined under Schedule 3 Table A3-4, or

(iii) an ADRS which shall record the first 7 parameters listed in Table A3-4 under Schedule 3.

(2) A flight data recorder referred to in subregulation (1), shall—

(a) be constructed, located and installed so as to provide maximum practical protection for the recordings in order that the recorded information may be preserved, recovered and transcribed;

(b) be calibrated as required by the Authority;

(c) have an approved device to assist in locating a recorder that may be underwater and can be automatically activated; and

(d) be capable of retaining the information recorded during the last—

(i) 25 hours of operation of an aeroplane except, those installed an aeroplane referred to in subregulation (1)(i),

(ii) 30 minutes of operation in case of an aeroplane referred to in subregulation (1)(i),

(iii) 10 hours of operation in the case of a helicopter, and

(iv) sufficient information from preceding take-off for calibration purposes;

(e) comply with the requirements specified under Schedule 3.

(3) The following media shall not be used in FDRs, ADRs, AIRs and AIRS installed in aircraft registered in Botswana—

(a) engraving metal foil;

(b) photographic film;

(d) magnetic tape.

(4) A flight data recorder shall—

(a) not be turned off during flight time;

(b) be deactivated upon completion of flight time following an accident or incident; and

(c) not be re-activated before disposition is determined in accordance with Civil Aviation (Accident Investigation) Regulations after an accident.

(5) An operator shall undertake operational checks and evaluations of recordings from the flight recorder systems conducted to ensure the continued serviceability of the recorders.

(6) The documentation requirement concerning FDR and ADRS parameters provided by operators to accident investigation authorities, shall be in electronic format and take account of industry specifications.

(7) An aeroplane of a maximum certificated take-off mass of over 5,700 kg for which the application for type certification is submitted to a Contracting State on or after 1 January 2016, which are required to be equipped with a CVR and an FDR, shall be equipped with both combination recorders.

(8) An aeroplane of a maximum certificated take-off mass of over 15,000 kg for which the application for type certification is submitted to a Contracting State on or after 1 January 2016, which are required to be equipped with a CVR and an FDR, shall be equipped with both combination recorders—

(a) one recorder located as close to the cockpit as possible; and

(b) the other recorder located as far rear of the aeroplane as possible.

(9) An aeroplane of a maximum certificated take-off mass over 5,700 kg, required to be equipped with an FDR and a CVR, may alternatively be equipped with the recorders.

(10) A multi-powered turbine aeroplane of a maximum certificated take-off mass of 5,700 kg or less, required to be equipped with both an FDR and CVR, may alternatively be equipped with one of the combination recorders.

34A. Combination recorders

(1) An aeroplane of a maximum certificated take-off mass of over 5,700 kg for which the application for type certification was submitted to a Contracting State on or after 1 January 2016, and which is required to be equipped with both a CVR and an FDR, shall be equipped with two combination recorders (FDR and CVR).

(2) An aeroplane of a maximum certificated take-off mass of over 15,000 kg for which the application for type certification is submitted to a Contracting State on or after 1st January, 2016, and which is required to be equipped with both a CVR and an FDR, shall be equipped with two combination recorders (FDR and CVR)—

(a) one combination recorder located as close to the cockpit as possible; and

(b) the other combination recorder located as far as possible.

(3) An aeroplane of a maximum certificated take-off mass over 5,700 kg, required to be equipped with an FDR and a CVR, may alternatively be equipped with two combination recorders (FDR and CVR).

(4) A multi-engine turbine-powered aeroplane of a maximum certificated take-off mass of 5,700 kg or less, required to be equipped with an FDR and/or a CVR, may alternatively be equipped with one combination recorder (FDR and CVR).

35. Data link communications

(1) An aircraft for which the individual certificate of airworthiness is first issued on or after 1st January 2016, which utilises any of the data link communications applications listed in paragraph 6.1.2 of Schedule 3 and is required to carry a CVR, shall record on a crash-protected flight recorder the data link communications messages.

(2) An aircraft which is modified on or after 1st January 2016 to install and utilise any of the data link communications applications listed in 6.1.2 of Schedule 3 and are required to carry a CVR, shall record on a flight recorder data link communications messages.

(3) Where it is not practical or prohibitively expensive to record the data link communications applications messages on FDR or CVR, a Class B AIR shall be a means for recording data link communications messages to and from the aircraft.

(4) The minimum recording duration shall be equal to the duration of the cockpit voice recorder.

(5) Data link recording shall be able to be correlated to the recorded cockpit audio.

35A. Flight recorder data

(1) An aeroplane of a maximum certificated take-off mass of over 27,000 kg, used in international commercial air transport, and authorised to carry more than 19 passengers for which the application for type certification was submitted to a Contracting State on or after 1 January 2021, shall be equipped with a means approved by the State of the Operator, to recover flight recorder data and make it available in a timely manner.

(2) The Authority shall take into account the following in approving the means to make flight recorder data available in a timely manner—

(a) the capabilities of the operator;

(b) overall capability of the aircraft and its systems as certified by the State of Design;

(d) specific mitigation measures.

35B. Flight crew-machine interface recordings

(1) An aeroplane of a maximum take-off mass of over 27,000 kg used in international commercial air transport and for which the application for type certification is submitted to a Contracting State on or after 1st January, 2023 shall be equipped with a crash-protected flight recorder which shall record the information displayed to the flight crew from electronic displays, as well as the operation of switches and selectors by the flight crew as defined in Schedule 3.

(2) The minimum flight crew-machine interface recording duration shall be at least for the last two hours.

(3) Flight crew-machine interface recordings shall be able to be correlated to the recorded cockpit audio.

35C. Flight recorders – general

(1) Flight recorders shall be constructed, located and installed so as to provide maximum practicable protection for the recordings in order that the recorded information may be preserved, recovered and transcribed.

(2) Flight recorders shall meet the prescribed crashworthiness and fire protection specifications.

(3) Flight recorders shall not be switched off during flight time.

(4) To preserve flight recorder records, flight recorders shall—

(a) be deactivated upon completion of flight time following an accident or incident; and

(b) not be reactivated before their disposition as determined in accordance with the Civil Aviation (Accident and Incident Investigation) Regulations.

(5) An investigation authority shall determine the need for removal of the flight recorder from the aircraft in the State conducting the investigation with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation.

(6) The operator shall conduct operational checks and evaluations of recordings from the flight recorders to ensure the continued serviceability of the recorders in accordance with procedures specified in Schedule 3.

(7) The operator shall comply with any other requirements for flight recorders specified in Schedule 3.

PART X
Emergency, Rescue and Survival Equipment (regs 36-61)

36. Emergency equipment – all aircraft

Each item of emergency and flotation equipment referred to under this Part shall be—

(a) readily accessible to the crew and, with regard to equipment located in the passenger compartment, to passengers without appreciable time for preparatory procedures;

(b) clearly identified and clearly marked to indicate its method of operation;

(d) marked as to contents when carried in a compartment or container.

37. Emergency exit equipment – passengers

(1) A person shall not operate an aeroplane in Botswana unless it is equipped with the following emergency exit equipment—

(a) each passenger-carrying landplane emergency exit (other than over-the-wing) that is more than 6 ft from the ground with the aeroplane on the ground and the landing gear extended, shall have an approved means to assist the occupants in descending to the ground;

(b) each passenger emergency exit, its means of access, and its means of opening shall be conspicuously marked by a sign visible to occupants approaching along the main passenger aisle;

(c) each passenger-carrying aeroplane shall have an emergency lighting system, independent of the main lighting system that—

(i) illuminates each passenger exit marking and locating sign,

(ii) provides enough general lighting in the passenger cabin, and

(iii) includes floor proximity emergency escape path marking;

(d) each passenger emergency exit and the means of opening that exit from the outside shall be marked on the outside of the aeroplane;

(e) each passenger-carrying aeroplane shall be equipped with a slip- resistant escape route that meets the requirements under which that aeroplane was type certified; and

(f) each passenger carrying aeroplane shall meet the detailed requirements for emergency exits for passengers as set out in Schedule 4.

(2) A person shall not operate a helicopter certificated with a maximum take-off mass of 3,180 kg or less and nine or less passenger seats unless it is equipped with the following emergency exit equipment—

(a) at least one emergency exit on each side of the cabin readily accessible to each passenger and one of these exits shall be usable in any probable attitude that may result from a crash;

(b) doors intended for normal use may also serve as emergency exits, provided that they meet the requirements of this regulation; and

(c) if emergency flotation devices are installed, there shall be an emergency exit accessible to each passenger on each side of the cabin that is shown by test, demonstration, or analysis to—

(i) be above the waterline, and

(ii) be open without interference from flotation devices, whether stowed or deployed.

(3) Each emergency exit specified under subsection (1) shall—

(a) consist of a movable window or panel, or additional external door, providing an unobstructed opening that can admit a 19-by 26-inch ellipse;

(b) have simple and obvious methods of opening, from the inside and from the outside, which do not require exceptional effort;

(d) be reasonably protected from jamming by fuselage deformation.

(4) A person shall not operate a helicopter certificated with a maximum take-off mass of more than 9,072 kg and 10 or more passenger seats unless it is equipped with the following emergency exit equipment—

(a) Type I exit: this type shall have a rectangular opening of not less than 24 inches wide by 48 inches high, with corner radii not greater than one-third the width of the exit, in the passenger area in the side of the fuselage at floor level and as far away as practicable from areas that might become potential fire hazards in a crash;

(b) Type II exit: this type is the same as Type I except that the opening shall be at least 20 inches wide by 44 inches high;

(c) Type III exit: this type is the same as Type I except that the opening shall be at least 20 inches wide by 36 inches high and the exit need not be at floor level; and

(d) Type IV exit: this type shall have a rectangular opening of not less than 19 inches wide by 26 inches high, with corner radii not greater than one- third the width of the exit, in the side of the fuselage with a step-up inside the rotorcraft of not more than 29 inches.

(5) Emergency exits shall be accessible to all passengers and except as provided in regulation 38(2), shall be provided for as set out in Schedule 5.

(6) In addition to the requirements set out in subregulation (5), there shall be enough openings in the top, bottom or ends of the fuselage to allow evacuation with the rotorcraft on its side.

38. Ditching emergency exits for passengers

(1) Where certification with ditching provisions is requested, the markings required under regulation 37 shall be designed to remain visible if the rotorcraft is capsized and the cabin is submerged.

(2) Where a helicopter was certificated with ditching provisions, ditching emergency exits shall be provided in accordance with the following—

(a) for rotorcraft that have a passenger seating configuration, excluding pilots seats, of nine seats or less, one exit above the waterline in each side of the rotorcraft, meeting at least the dimensions of a Type IV exit;

(b) for rotorcraft that have a passenger seating configuration, excluding pilots seats, of 10 seats or more, one exit above the waterline in a side of the rotorcraft meeting at least the dimensions of a Type III exit, for each unit (or part of a unit) of 35 passenger seats, but no less than two such exits in the passenger cabin, with one on each side of the rotorcraft; and

39. Ramp exits

One Type I exit only, or one Type II exit only, that is required in the side of the fuselage referred to under regulation 37 may be installed instead in the ramp of floor ramp rotorcraft if—

(a) its installation in the side of the fuselage is impractical; and

(b) its installation in the ramp meets emergency exit access requirements specified in regulation 43.

40. Emergency exit arrangement

(1) An emergency exit of an aircraft shall consist of a movable door or hatch in the external walls of the fuselage and shall provide an unobstructed opening to the outside.

(2) An emergency exit shall be capable of being opened from the inside and from the outside.

(3) The means of opening each emergency exit shall be simple, obvious and not require exceptional effort.

(4) There shall be means for locking each emergency exit and for pre-venting opening in flight inadvertently or as a result of mechanical failure.

(5) There shall be means to minimise the probability of the jamming of any emergency exit in a minor crash landing as a result offuselage deformation.

(6) Except as provided in these Regulations, each land-based rotorcraft emergency exit shall have an approved slide or its equivalent, to assist occupants in descending to the ground from each floor level exit and an approved rope, or its equivalent, for all other exits, if the exit threshold is more that 6 ft above the ground—

(a) with the rotorcraft on the ground and with the landing gear extended;

(b) with one or more legs or part of the landing gear collapsed, broken, or not extended; and

(c) with the rotorcraft resting on its side, provided this was accomplished during the emergency evacuation test during type certification of the helicopter.

(7) The slide for each passenger emergency exit shall be a self-supporting slide or equivalent, and shall be designed to meet the following requirements—

(a) a slide shall be automatically deployed and the deployment shall begin during the interval between the time the exit opening means is actuated from inside the rotorcraft and the time the exit is fully opened and where a passenger emergency exit is also a passenger entrance door or service door, it shall be provided with means to prevent deployment of the slide when the exit is opened from either the inside or the outside under non-emergency conditions for normal use;

(b) a slide shall be automatically erected within 10 seconds after deployment is begun;

(c) a slide shall be of such length after full deployment such that the lower end is self supporting on the ground and provides safe evacuation of occupants to the ground after collapse of one or more legs or part of the landing gear; and

(d) a slide shall have the capacity, in 25 knot winds directed from the most critical angle, to deploy and, with the assistance of only one person to remain usable after full deployment to evacuate occupants safely to the ground.

(8) A helicopter which has 30 or fewer passenger seats and has an exit threshold more than 6 ft above the ground, may have a rope or other assist means used in place of the slide referred to under subregulation (7), provided this was accomplished during the emergency evacuation test during type certification of the helicopter.

(9) Where a rope, with its attachment, is used for compliance with subregulations (6) and (8) it shall be able to—

(a) withstand a 400 pound static load; and

(b) attach to the fuselage structure at or above the top of the emergency exit opening, or at another approved location if the stowed rope would reduce the pilot’s view in flight.

41. Emergency exit marking

(1) A passenger emergency exit of an aircraft, its means of access, and its means of opening shall be conspicuously marked for the guidance of occupants using the exits in daylight or in the dark.

(2) The markings of an emergency exit of an aircraft shall be designed to remain visible for rotorcraft equipped for overwater flights if the rotorcraft is capsized and the cabin is submerged.

(3) The identity and location of each passenger emergency exit shall be recognisable from a distance equal to the width of the cabin.

(4) The location of each passenger emergency exit shall be indicated by a sign visible to occupants approaching along the main passenger aisle and a locating sign—

(a) next to or above the aisle near each floor emergency exit, except that one sign may serve two exits if both exists can be seen readily from that sign; and

(b) on each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location.

(5) The emergency exit markings specified under subregulations (1) to (4) shall apply in addition to those requirements set out in Part II of Schedule 4.

42. Emergency lighting

(1) A source of light with its power supply independent of the main lighting system shall be installed in an aircraft to—

(a) illuminate each passenger emergency exit marking and locating sign; and

(b) provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height on the center line of the main passenger aisle, is at least 0.05 foot-candle.

(2) Exterior emergency lighting of an aircraft shall be provided at each emergency exit and the exterior emergency lighting may be provided by either interior or exterior sources with light intensity measurements made with the emergency exits open.

(3) Each light required under subregulation (1) or (2) shall be operable manually from the cockpit station and from a point in the passenger compartment that is readily accessible.

(4) The cockpit control device shall have an “on”, “off” and “armed” position so that when turned on at the cockpit or passenger compartment station or when armed at the cockpit station, the emergency lights will either illuminate or remain illuminated upon interruption of the rotor- craft’s normal electric power.

(5) Any means required to assist the occupants in descending to the ground shall be illuminated so that the erected assist means is visible from the rotorcraft.

43. Emergency exit access

(1) A passageway between passenger compartments, and each passageway leading to Type I and Type II emergency exits in an aircraft shall be—

(a) unobstructed; and

(b) at least 20 inches wide.

(2) There shall be enough space adjacent to an emergency exit to allow a crew member to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required for that exit.

(3) There shall be access from each aisle to each Type III and Type IV exit, so that—

(a) for rotorcraft that have a passenger seating configuration of 20 or more, excluding pilot seats, the projected opening of the exit provided shall not be obstructed by seats, berths, or other protrusions, including seatbacks in any position, for a distance from that exit of not less than the width of the narrowest passenger seat installed on the rotorcraft; and

(b) for rotorcraft that have a passenger seating configuration of 19 or less, excluding pilot seats, there may be minor obstructions in the region described in paragraph (a) if there are compensating factors to maintain the effectiveness of the exit.

44. Main aisle width

The main passenger aisle width between seats of an aircraft shall be as set out in Schedule 6.

45. Visual signalling devices

A person shall not operate an aircraft over water or across land areas which have been designated by the Authority as areas in which search and rescue is difficult unless the aircraft is equipped with such signalling devices as may be appropriate to the area over flown, to include—

(a) at least one pyrotechnic signalling device for each life raft required for overwater operations; and

(b) any other requirements specified by the Authority.

46. Survival kits

A person shall not operate an aircraft across land areas which have been designated by the Authority as areas in which search and rescue is difficult unless the aircraft is equipped with enough survival kits for the number of occupants of the aeroplane appropriate for the route to be flown.

47. Emergency locator transmitters

(1) All aircraft registered in Botswana shall carry an automatic ELT.

(2) A person shall not operate, for commercial air transport, an aeroplane authorised to carry more than 19 passengers for which the individual certificate of airworthiness was first issued after 1st July 2008, unless it is equipped with—

(a) at least two ELTs, one of which shall be automatic; or

(b) at least one ELT and a capability to autonomously transmit information from the position that can be determined by the operator at least once every minute, when in distress, in accordance with this regulation.

(3) A person shall not operate a helicopter unless it is equipped with emergency locator transmitter equipment as follows—

(a) a helicopter operating in performance Class 1 and 2 shall be equipped with at least one automatic ELT and, when operating on flights over water as described in regulation 61, with at least one automatic ELT and one ELT in a raft or life jacket; and

(b) a helicopter operating in performance Class 3 shall be equipped with at least one automatic ELT and, when operating on flights over water as described under regulation 61, with at least one automatic ELT and one ELT in a raft or life jacket.

(4) ELT equipment carried to satisfy the requirements of this regulation shall be capable of transmitting on the frequencies 121.5 MHz and 406 MHz simultaneously, and operate in accordance with the relevant provisions of the Civil Aviation (Air Navigation Services) Regulations (Cap. 71:01 (Sub. Leg.)).

(5) The manner in which the ELTs shall be registered, carried, the specifications to which they shall adhere, the frequencies on which they shall be able to transmit and the manner in which they are to be maintained are set out in Schedule 7.

47A. Location of an aircraft in distress

(1) An aircraft of a maximum certificated take-off mass of over 27,000 kg used for commercial air transport operations for which the individual certificate of airworthiness was first issued on or after January 2021, shall autonomously transmit information from a position which can be determined by the operator at least once every minute, when in distress in accordance with Schedule 13.

(2) An aeroplane of a maximum certificated take-off mass of over 5,700 kg for which the individual certificate of airworthiness was first issued on or after 1st January, 2021, shall autonomously transmit information from a position which can be determined at least once every minute, when in distress, in accordance with Schedule 13.

(3) The operator shall make position information of a flight in distress available to the appropriate organisations, as established by the State of the Operator.

48. Portable fire extinguishers

(1) A person shall not operate an aircraft unless it is equipped with portable fire extinguishers of a type which, when discharged, does not cause dangerous contamination of the air within the aircraft.

(2) At least one portable fire extinguisher shall be located in—

(a) the pilot’s compartment; and

(b) each passenger compartment that is separate from the pilot’s compartment and not readily accessible to the flight crew.

(3) A person shall not operate an aircraft unless it is equipped with portable fire extinguishers accessible for use in crew, passenger, and cargo compartments as follows—

(a) the type and quantity of extinguishing agent shall be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used;

(b) at least one portable fire extinguisher shall be provided and conveniently located for use in each Class E cargo compartment which is accessible to crew members during flight, and at least one shall be located in each upper and lower lobe galley;

(d) at least one portable fire extinguisher shall be conveniently located in the passenger compartment if the passenger compartment is separate from the flight deck and not readily accessible to the flight crew; and

(e) for each aeroplane having a passenger seating capacity of more than 30, there shall be at least a number of portable fire extinguishers as set out in Schedule 8 which shall be conveniently located and uniformly distributed throughout the compartment.

(4) A flight shall be planned so that the diversion time to an aerodrome where a safe landing may be made does not exceed the cargo compartment fire suppression time capability of the aeroplane, when one is identified in the relevant aeroplane documentation, reduced by an operational safety margin specified by the State of the Operator.

49. Lavatory fire extinguisher

(1) A person shall not operate a passenger-carrying transport category aeroplane unless each lavatory in the aeroplane is equipped with a built-in fire extinguisher for each disposal receptacle for towels, paper, or waste located within the lavatory.

(2) A built-in lavatory fire extinguisher referred to in subregulation (1) shall be designed to discharge automatically into each disposal receptacle upon occurrence of a fire in the receptacle.

(3) Any agent used in a built-in fire extinguisher for each lavatory disposal receptacle for towels, paper or waste in an aircraft for which the individual certificate of airworthiness was first issued on or after 31 December 2011 shall—

(a) meet the applicable minimum performance requirements of the State of Registry; and

(b) not be of a type listed in the 1987 Montreal Protocol on Substances that Deplete the Ozone Layer as it appears in the Eighth Edition of the Handbook the Montreal Protocol on Substances that Deplete the Ozone Layer, Annex A, Group II.

(4) Any extinguishing agent used in a portable fire extinguisher in an aircraft for which the individual certificate of airworthiness was first issued on or after 31 December 2018 shall—

(a) meet the applicable minimum performance requirements of the State of Registry; and

50. Lavatory smoke detector

A person shall not operate a passenger-carrying transport category aeroplane unless each lavatory in the aeroplane is equipped with a smoke detector system or equivalent that provides—

(a) a warning light in the cockpit; or

(b) a warning light or audio warning in the passenger cabin which is readily detected by a cabin crew member, taking into consideration the positioning of cabin crew members throughout the passenger compartment during various phases of flight.

51. Crash axe

A person shall not operate an aeroplane certificated with a take-off mass of 5 700 kg or more unless it is equipped with a crash axe appropriate for effective use in that type of aeroplane, stored in a place not visible to passengers on the aeroplane.

52. Marking of break-in points

(1) Where areas of the fuselage suitable for break-in by rescue crews in an emergency are marked on an aeroplane, such areas shall be marked as set out in Schedule 9.

(2) The colour of markings shall be red or yellow, and if necessary outlined in white to contrast with the background.

53. First-aid kit

(1) A person shall not operate an aircraft unless it is equipped with an accessible, approved first-aid kit with medical supplies adequate to the number of passengers the aircraft is authorised to carry.

(2) The type, number, location and contents of first-aid kits to be carried in an aircraft referred to in subregulation (1) shall be asset out in Schedule 10.

54. Emergency medical kit – aeroplanes

(1) A person shall not operate a passenger flight in an aeroplane with 30 seats or more unless the aeroplane is equipped with an approved emergency medical kit for treatment of injuries or medical emergencies that might occur during flight time or in minor accidents.

(2) The location and contents of emergency medical kits to be carried in an aircraft referred to in subregulation (1) shall be as set out in Schedule 11.

55. Oxygen storage pressure and dispensing apparatus

(1) An aircraft intended to be operated at altitudes requiring the use of supplemental oxygen shall be equipped with adequate oxygen storage and dispensing apparatus.

(2) The oxygen storage and dispensing apparatus, the minimum rate of oxygen flow, and the supply of oxygen shall meet applicable airworthiness standards for type certification in the transport category as set out in Schedule 12.

(3) A person shall not operate an aircraft at altitudes above 10,000 ft unless it is equipped with oxygen masks, located so as to be within the immediate reach of flight crew members while at their assigned duty station.

(4) A person shall not operate a pressurised aeroplane at altitudes above 25,000 ft unless—

(a) flight crew member oxygen masks are available at the flight duty station and are of a quick donning type; and

(b) sufficient spare outlets and masks or sufficient portable oxygen units with masks are distributed evenly throughout the cabin to ensure immediate availability of oxygen to each required cabin crew member regardless of his or her location at the time of cabin pressurisation failure.

(5) An oxygen-dispensing unit connected to oxygen supply masks shall be installed so as to be immediately available to each occupant, wherever seated.

(6) The total number of oxygen dispensing units and oxygen supply terminals shall exceed the number of seats by at least 10 per cent and the extra oxygen portable units are to be evenly distributed throughout the cabin.

(7) The amount of supplemental oxygen for sustenance required for a particular operation shall be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures established for each operation in the Operations Manual and with the routes to be flown, and with the emergency procedures specified in the Operations Manual.

(8) The process to determine the amount of supplemental oxygen needed for non-pressurised and pressurised aircraft is contained in Schedule 12.

56. Protective breathing equipment

(1) Any air operator certificate holder shall not operate an aeroplane with a maximum certified take-off mass exceeding 5,700 kg or having a maximum approved seating configuration of more than 19 seats unless it is equipped with—

(a) PBE to protect the eyes, nose and mouth of each flight crew member while on flight deck duty and to provide oxygen for a period of not less than 15 minutes; and

(b) sufficient portable PBE to protect the eyes, nose and mouth of all required cabin crew members and to provide breathing gas for a period of not less than 15 minutes.

(2) The oxygen supply for PBE in an aircraft may be provided by the required supplemental oxygen system.

(3) The PBE intended for flight crew member’s use shall—

(a) be conveniently located on the flight deck; and

(b) be easily accessible for immediate use by each required flight crew member at their assigned duty station.

(4) The PBE intended for cabin crew member’s use shall be installed adjacent to each required cabin crew member duty station.

(5) In any aeroplane, easily accessible portable PBE shall be provided and located at or adjacent to the required hand fire extinguishers except that, where the fire extinguisher is located inside a cargo compartment, the PBE shall be stowed outside but adjacent to the entrance to that compartment.

(6) The PBE in an aeroplane shall, while in use, not prevent any required communication.

57. First-aid oxygen dispensing units

(1) An air operator certificate holder shall not conduct a passenger carrying operation in a pressurised aeroplane at altitudes above 25,000 ft, when a cabin crew member is required to be carried, unless the aeroplane is equipped with—

(a) undiluted first-aid oxygen for passengers who, for physiological reasons, may require oxygen following a cabin depressurisation; and

(b) a sufficient number of oxygen dispensing units, but in no case less than two, with a means for cabin crew members to use the supply.

(2) The amount of first-aid oxygen required for an operation referred to in subregulation (1)(a) shall be determined on the basis of—

(a) flight duration after cabin depressurisation at cabin altitudes of more than 8,000 ft;

(b) an average flow rate of at least 3 litres Standard Temperature Pressure Dry per minute per person; and

(3) The amount of first-aid oxygen required for an operation referred to in subregulation (1) shall be determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route.

(4) The oxygen equipment referred to in subregulation (1) shall be capable of generating a mass flow to each user of at least 4 litres per minute, Standard Temperature Pressure Dry and means may be provided to decrease the flow to not less than 2 litres per minute, at a Standard Temperature Pressure Dry at any altitude.

58. Megaphones

(1) An air operator certificate holder shall equip an aeroplane with a portable battery-powered megaphone or megaphones readily accessible to the crew members assigned to direct emergency evacuation.

(2) The number and location of megaphones required under subregulation (1) shall be determined as follows—

(a) on aeroplanes with a seating capacity of more than 60 and less than 100 passengers, one megaphone shall be located at the most rearward location in the passenger cabin where it would be readily accessible to a normal cabin crew member seat;

(b) on aeroplanes with a seating capacity of more than 99 passengers, two megaphones in the passenger cabin on each aeroplane one installed at the forward end and the other at the most rearward location where it would be readily accessible to a normal cabin crew member seat; and

(c) for aeroplanes with more than one passenger deck, in all cases when the total passenger seating configuration of a deck is more than 60, at least one megaphone is required on the deck.

59. Individual flotation devices

(1) Landplanes shall be equipped with one life-jacket or equivalent flotation device equipped with a means of electric illumination for each person on board, stowed in a position easily accessible from the seat or berth of the person for whose use it is provided—

(a) when flying en-route over water beyond gliding distance from the shore;

(b) when flying over water at a distance of more than 93 km (50 NM) away from the shore for aircraft capable of maintaining safe altitude after the failure of one engine for two-engine aircraft and the failure of two engines for three or four-engine aircraft; or

(c) when taking off or landing at an aerodrome where the State of the Operator has determined the take off or approach path is so disposed over water that in the event of a mishap there would be a likelihood of ditching.

(1A) The equipment under subregulation (1), shall comprise one life jacket or equivalent individual flotation device for each person on board, stowed in a position easily accessible from the seat or berth of the person for whose use it is provided.

(2) All seaplanes for all flights shall be equipped with—

(a) one life-jacket, or equivalent individual flotation device, for each person on board, stowed in a position easily accessible from the seat or berth of the person for whose use it is provided;

(b) equipment for making the sound signals prescribed in the International Regulations for preventing Collisions at Sea, where applicable; and

60. Life rafts

(1) In addition to the equipment specified under regulations 59 and 61, the following shall be equipped with life saving rafts in sufficient numbers to carry all persons on board—

(a) aeroplanes operated on long range over-water flights;

(b) all other aeroplanes when they are operated over water away from land suitable for making an emergency landing at a distance of more than 185 km (100 NM) in the case of single-engine aeroplanes, and more than 370 km (200 NM) in the case of multi-engine aeroplanes capable of continuing flight with one engine inoperative;

(c) class 1 and 2 helicopters when they are operated over water at a distance from land corresponding to more than 10 minutes at normal cruise speed; and

(d) class 3 helicopters when they are operated over water beyond autorotational or safe forced landing distance from land.

(2) An aircraft shall be equipped with life saving rafts with a sufficient capacity to carry all persons on board in the event of the loss of one raft of the largest capacity.

(3) All life saving rafts referred to under subregulation (1) and (2) shall be stowed so as to facilitate their ready use in an emergency and shall be equipped with the following life sustaining equipment—

(a) an electric survivor locator light;

(b) a survival kit;

(d) an ELT.

(4) In helicopters, life saving rafts which are not deployable by remote control and which have a mass of more than 40 kg shall be equipped with a means of mechanically assisted deployment.

61. Flotation device for helicopter ditching

A helicopter flying over water at a distance from land corresponding to more than 10 minutes at normal cruise speed in the case of performance Class 1 or 2 helicopters, or flying over water beyond autorotational or safe forced landing distance from land in the case of performance Class 3 helicopters, shall be equipped with a permanent or rapidly deployable means of floatation so as to ensure a safe ditching of the helicopter.

PART XI
Miscellaneous Systems and Equipment (regs 62-75)

62. Seats, safety belts and harnesses

(1) An aircraft used in passenger carrying operations shall be equipped with the following seats, safety belts and shoulder harnesses that meet the airworthiness requirements for type certification of that aircraft—

(a) meet the applicable minimum performance requirements of the State of Registry; and

(b) a seat with safety belt for each person on board over two years of age and a restraining belt for each berth on board the aircraft;

(i) incorporate a device which can automatically restrain the occupant’s torso in the event of rapid deceleration, and

(ii) includes shoulder straps and a seat belt with a device to prevent an incapacitated pilot from interfering with the aircraft controls;

(d) a forward or rearward facing (within 15 degrees of the longitudinal axis of the aeroplane) seat, equipped with a safety harness for each cabin crew member station in the passenger compartment.

(2) Cabin crew seats provided in accordance with these Regulations shall be located near floor level and other emergency exits as required by the State of Registry for emergency evacuation.

63. Passenger and pilot compartment doors – aeroplanes

(1) A person shall not operate a passenger carrying aeroplane of a maximum certificated take-off mass in excess of 45,000 kg or with a passenger seating capacity greater than 60 unless that aircraft is equipped with an approved flight crew compartment door that is designed to resist penetration by small arms fire and grenade shrapnel, and to resist forcible intrusions by unauthorised persons.

(2) A person shall not operate a passenger carrying aeroplane having a certificated takeoff mass of less than 45,000 kg or with a passenger seating capacity of less than 60 unless that aircraft is equipped with an approved flight crew compartment door, where practicable, that is designed to resist penetration by small arms fire and grenade shrapnel, and to resist forcible intrusions by unauthorised persons.

(3) A pilot compartment door shall be capable of being locked and un-locked from either pilot’s station.

(4) An operator shall equip an aeroplane with a means for monitoring from the pilot station the entire door area outside the pilot compartment to identify persons requesting entry and to detect suspicious behaviour or potential threat.

(5) An operator shall equip an aeroplane with a passenger compartment door designed to have—

(a) a means for a crew member, in an emergency, to unlock each door that leads to a compartment that is normally accessible to passengers and that can be locked by passengers;

(b) a placard on each door used to access a required passenger emergency exit, indicating that such door shall be open during take-off and landing; and

(c) a means readily available for each crew member to unlock any door that separates a passenger compartment from another compartment that has emergency exit provisions.

64. Passenger information signs

(1) Subject to subregulation (2), a person shall not operate a signs passenger carrying aeroplane with a maximum certificated take-off weight of 5,700 kg or more unless it is equipped with—

(a) at least one passenger information sign (using either letters or symbols) notifying when smoking is prohibited and one sign (using either letters or symbols) notifying when safety belts should be fastened, which shall, when illuminated, be legible to each person seated in the passenger cabin under all probable conditions of cabin illumination;

(b) signs which notify when safety belts should be fastened and when smoking is prohibited shall be so constructed that the crew can turn them on and off; and

(c) a sign or placard affixed to each forward bulkhead and each passenger seat back that reads “Fasten Seat Belt While Seated”.

(2) Notwithstanding subregulation (1), a person shall not operate an aircraft in which all passenger seats are not visible from the flight deck, unless it is equipped with a means of indicating to all passengers and cabin crew members when seat belts shall be fastened and when smoking is not allowed.

65. Materials for cabin interiors, cargo and baggage compartments

(1) A person shall not operate an aircraft unless each compartment used by the crew or passengers is equipped with the following requirements of the State of Design—

(a) materials shall be at least flash resistant;

(b) the wall and ceiling linings and the covering of upholstering, floors and furnishings shall be flame resistant;

(c) each compartment where smoking is to be allowed shall be equipped with self-contained ash trays that are completely removable and other compartments shall be placarded against smoking; and

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

(2) A cargo compartment shall be equipped with ceiling and sidewall liner panels which are constructed of materials which meet the test requirements for flame resistance of cargo compartment liners as specified for type certification.

(3) For aircraft for which the State of Design has developed new air-worthiness requirements for cabin interiors since original type certification, the owner of the aircraft shall ensure that all materials that do not meet current State of Design requirement refurbishing of the cabin interior with materials that comply with subregulation (1) and (2).

66. Power supply, distribution and indication system

(1) An air operator certificate holder shall not operate an aeroplane unless it is equipped with—

(a) a power supply and distribution system that meets the airworthiness requirements for certification of an aeroplane in the transport category, as specified by the Authority;

(b) a power supply and distribution system that is able to produce and distribute the load for the required instruments and equipment, with use of an auxiliary power supply if any one power source or component of the power distribution system fails; or

(2) All engine-driven sources of energy, when used, shall make provision for back-up in emergencies.

67. Protective circuit fuses

A person shall not operate an aeroplane in which protective fuses are installed unless there are spare fuses available of appropriate ratings for replacement of those accessible in flight.

68. Icing protection equipment

(1) A person shall not operate an aircraft in expected or actual icing conditions unless it is equipped for the prevention or removal of ice on windshields, wings, control surfaces, empennage, propellers, rotor blades, or other parts of the aircraft where ice formation will adversely affect the safety of the aircraft.

(2) A person shall not operate an aircraft in expected or actual icing conditions at night unless it is equipped with a means to illuminate or detect the formation of ice.

(3) Any illumination referred to under subregulation (2) shall be of a type that will not cause glare or reflection that would handicap crew members in the performance of their duties.

69. Pitot heat and indication systems

(1) A person shall not operate an aircraft in instrument flight conditions unless it is equipped with a pitot heat system.

(2) An air operator certificate holder shall not operate an aeroplane equipped with a flight instrument pitot heating system unless the aeroplane is also equipped with an operable pitot heat indication system that complies with the following requirements—

(a) the indication incorporates an amber light that is in clear view of a flight crew member;

(b) the indication is designed to alert the flight crew members if—

(i) the pitot heating system is switched “off, and

(ii) the pitot heating system is switched “on” and any pitot tube heating element is inoperative; or

70. Static pressure system

(1) A person shall not operate an aircraft unless it is equipped with a static pressure system vented to the outside atmospheric pressure so that they will be least affected by airflow variation or moisture or other foreign matter, and installed so as to be airtight except for the vent.

(2) A person shall not operate an aircraft in IFR or VFR at night unless it is equipped with a static pressure system vented to the outside atmospheric pressure so that they will be least affected by airflow variation or moisture or other foreign matter, and installed so as to be airtight except for the vent and a means of selecting an alternative source of static pressure.

(3) A person shall not operate an aircraft unless it is equipped with two independent static pressure systems, vented to the outside atmospheric pressure so that they will be least affected by airflow variation or moisture or other foreign matter, and installed so as to be airtight except for the vent.

71. Windshield wipers

An air operator certificate holder shall not operate an aeroplane with a maximum certified take-off mass of more than 5,700 kg unless it is equipped at each pilot station with a windshield wiper or equivalent means to maintain a clear portion of the windshield during precipitation.

72. Chart holder

A person shall not operate an aeroplane in commercial air transport operations under single pilot IFR or at night unless the aeroplane is equipped with a chart holder installed in an easily readable position that can be illuminated for night operations.

73. Cosmic radiation detection equipment

(1) A person shall not operate an aircraft intended to be operated above 15 000 m (49,000 ft) unless it is equipped with—

(a) an instrument to measure and indicate continuously the dose rate of total cosmic radiation being received and the cumulative dose on each flight; or

(b) a system of on-board quarterly radiation sampling acceptable to the Authority.

(2) The display unit of the equipment in subregulation (1) shall be readily visible to a flight crew member.

(3) An operator shall maintain records for each aircraft above 15 000 m (49,000 ft) so that the total cosmic radiation dose received by each crew member over a period of 12 consecutive months is determined.

74. Offences and penalties

(1) Any person who operates an aircraft which is not fitted with the equipment or instruments required under these regulations commits an offence and is liable, for a first offence to a fine not exceeding P15,000, or to imprisonment to a term not exceeding three years, for a second offence to a fine not exceeding P20,000, or to imprisonment to a term not exceeding four years and for a subsequent offence to a fine not exceeding P30,000, or to imprisonment for a term not exceeding six years.

(2) Where an offence under subregulation (1) is committed by a body corporate the fine shall not exceed P50,000 for a first offence, PI00,000 for a second offence and P1 50,000 for any subsequent offence.

(3) Any person who—

(a) hinders or obstructs a person authorised by the Authority in the exercise of his or her powers or the performance of his or her duties;

(b) makes or causes to be made, either orally or in writing—

(i) any fraudulent, misleading or false statement for the purpose of obtaining any rating, approval, authorisation or other document in terms of these Regulations,

(ii) any fraudulent, misleading or false entry in any logbook, record or report which is required to be kept, maintained, made or used to show compliance with any provision of these Regulations;

(c) falsifies, counterfeits, alters, defaces or mutilates, or adds anything to, any rating, approval, authorisation or other document issued in terms of these Regulations; or

(d) does or causes, or permits to be done or caused, any act contrary to, or who fails to comply with any provision of these Regulations, or a direction given or a prohibition made or a condition imposed in terms thereof, commits an offence and is liable to a fine not exceeding P5,000,000, or to imprisonment to a term not exceeding 10 years.

(4) Any person who contravenes any of the provisions of these Regulations for which a penalty is not prescribed is liable to a fine not exceeding P5,000,000, or to imprisonment to a term not exceeding 10 years.

75. Administrative penalties

Any person authorised by the Authority may impose an administrative penalty of an amount not exceeding that specified in regulation 74 where a person contravenes any of the provisions of these Regulations.

SCHEDULE 1
CATEGORY II – INSTRUMENTS AND EQUIPMENT APPROVAL AND MAINTENANCE REQUIREMENTS

(reg. 10(1))

GENERAL

The instruments and equipment required by regulation 10 shall be approved as provided in this Schedule before being used in Category II operations. Before presenting an aircraft for approval of the instruments and equipment, it must be shown that since the beginning of the 12th calendar month before the date of submission—

(a) the ILS localiser and glide slope equipment were bench checked according to the manufacturer’s instructions and found to meet those standards specified in RTCA Paper 23-63/DO-177 dated 14 March 1963, “Standards Adjustment Criteria for Airborne Localiser and Glideslope Receivers”;

(b) the altimeters and the static pressure systems were tested and inspected; and

(c) all other instruments and items of equipment specified in regulation 10 that are listed in the proposed maintenance program were bench checked and found to meet the manufacturer’s specifications.

1. Flight control guidance system

All components of the flight control guidance system shall be approved as installed by the evaluation program specified in paragraph (e) if they have not been approved for Category III operations under applicable type or supplemental type certification procedures. In addition, subsequent changes to make, model, or design of the components must be approved under this paragraph. Related systems or devices, such as the auto throttle and computed missed approach guidance system, shall be approved in the same manner if they are to be used for Category II operations.

2. Radio altimeter

A radio altimeter must meet the performance criteria of this paragraph for original approval and after each subsequent alteration—

(a) it shall display to the flight crew clearly and positively the wheel height of the main landing gear above the terrain;

(b) it shall display wheel height above the terrain to an accuracy of Â±5 ft or 5 per cent, which ever is greater, under the following conditions—

(i) Pitch angles of zero to Â±5Â℃ about the mean approach attitude,

(ii) Roll angles of zero to 20Â℃ in either direction,

(iii) Forward velocities from minimum approach speed up to 200 knots, and

(iv) Sink rates from zero to 15 ft per second at altitudes from 100 to 200 ft;

(d) with the aircraft at an altitude of 200 ft or less, any abrupt change in terrain representing no more than 10 per cent of the aircraft’s altitude must not cause the altimeter to unlock, and indicator response to such changes must not exceed 0.1 seconds and, in addition, if the system unlocks for greater changes, it must reacquire the signal in less than 1 second;

(e) systems that contain a push to test feature must test the entire system (with or without an antenna) at a simulated altitude of less than 500 ft; and

(f) the system must provide to the flight crew a positive failure warning display any time there is a loss of power or an absence of ground return signals within the designed range of operating altitudes.

3. Other instruments and equipment

All other instruments and items of equipment required by regulation 10 shall be capable of performing as necessary for Category II operations. Approval is also required after each subsequent alteration to these instruments and items of equipment.

4. Evaluation program

(a) Application

Approval by evaluation is requested as a part of the application for approval of the Category II manual,

(b) Demonstrations

Unless otherwise authorised by the Authority, the evaluation program for each aircraft requires the demonstrations specified in this paragraph. At least 50 ILS approaches shall be flown with at least five approaches on each of three different ILS facilities and no more than one half of the total approaches on any one ILS facility. All approaches shall be flown under simulated instrument conditions to a 30 m (100 ft) decision height and 90 per cent of the total approaches made shall be successful. A successful approach is one in which—

(i) at the 30 m (100 ft) decision height, the indicated airspeed and heading are satisfactory for a normal flare and landing (speed must be Â±5 knots of programmed airspeed, but may not be less than computed threshold speed if auto throttles are used),

(ii) the aircraft at the 30 m (100 ft) decision height, is positioned so that the cock-pit is within, and tracking so as to remain within, the lateral confines of the runway extended,

(iii) deviation from glide slope after leaving the outer marker does not exceed 50 per cent of full-scale deflection as displayed on the ILS indicator,

(iv) no unusual roughness or excessive attitude changes occur after leaving the middle Marker, and

(v) in the case of an aircraft equipped with an approach coupler, the aircraft is sufficiently in trim when the approach coupler is disconnected at the decision height to allow for the continuation of a normal approach and landing.

During the evaluation program the following information shall be maintained by the applicant for the aircraft with respect to each approach and made available to the Author-ity upon request—

(i) each deficiency in airborne instruments and equipment that prevented the initiation of an approach,

(ii) the reasons for discontinuing an approach, including the altitude above the runway at which it was discontinued,

(iii) speed control at the 30 m (100 ft) DH if auto throttles are used,

(iv) trim condition of the aircraft upon disconnecting the auto coupler with respect to continuation to flare and landing,

(v) position of the aircraft at the middle marker and at the decision height indicated both on a diagram of the basic ILS display and a diagram of the runway extended to the middle marker. Estimated touchdown point shall be indicated on the runway diagram,

(vi) compatibility of flight director with the auto coupler, if applicable, and

(vii) quality of overall system performance.

(d) Evaluation

A final evaluation of the flight control guidance system is made upon successful completion of the demonstrations. If no hazardous tendencies have been displayed or are other-wise known to exist, the system is approved as installed.

Each maintenance program for Category II instruments and equipment shall contain the following—

(i) a list of each instrument and item of equipment specified in regulation 10 that is installed in the aircraft and approved for Category II operations, including the make and model of those specified in regulation 10(2),

(ii) a schedule that provides for the performance of inspections under subparagraph (5) of this paragraph within three calendar months after the date of the previous inspection. The inspection shall be performed by a person authorised under the Civil Aviation (Airworthiness) Regulations, except that each alternate inspection may be replaced by a functional flight check. This functional flight check shall be performed by a pilot holding a Category II pilot authorisation for the type aircraft checked,

(iii) a schedule that provides for the performance of bench checks for each listed instrument and item of equipment that is specified in regulation 10(2) within 12 calendar months after the date of the previous bench check,

(iv) a schedule that provides for the performance of a test and inspection of each static pressure system within 12 calendar months after the date of the previous test and inspection,

(v) the procedures for the performance of the periodic inspections and functional flight checks to determine the ability of each listed instrument and item of equipment specified in regulation 10(2) to perform as approved for Category II operations including a procedure for recording functional flight checks,

(vi) a procedure for assuring that the pilot is informed of all defects in listed instruments and items of equipment,

(vii) a procedure for assuring that the condition of each listed instrument and item of equipment upon which maintenance is performed is at least equal to its Category II approval condition before it is returned to service for Category II operations, and

(viii) a procedure for an entry in the maintenance records that shows the date, airport, and reasons for each discontinued Category II operation because of a malfunction of a listed instrument or item of equipment.

(e) Bench check

(1) A bench check required by this section shall comply with this paragraph. Except as specified in (2) of this paragraph, it shall be performed by a certificated repair station holding one of the following ratings as appropriate to the equipment checked—

(i) an instrument rating, and

(ii) an avionics rating.

(2) It shall be performed by a certificated air operator on aircraft identified in its approved Operations Specifications with the approved authorisations to perform maintenance and approve for return to service its own aircraft maintained under a continuous maintenance program under an equivalent system identified in Civil Aviation (Air Operator Certification and Administration) Regulations.

(3) It shall consist of removal of an instrument or item of equipment and performance of the following—

(i) a visual inspection for cleanliness, impending failure, and the need for lubrication, repair, or replacement of parts,

(ii) correction of items found by that visual inspection, and

(iii) calibration to at least the manufacturer’s specifications unless otherwise specified in the approved Category II manual for the aircraft in which the instrument or item of equipment is installed.

(f) Extensions

After the completion of one maintenance cycle of 12 calendar months, a request to extend the period for checks, tests, and inspections is approved if it is shown that the performance of particular equipment justifies the requested extension.

SCHEDULE 2

PART I
APPLICATION FOR REDUCED VERTICAL SEPARATION MINIMUM

(reg. 18(2))

Applications for RVSM shall be made using CAAB Form FSD 133. Submit forms and application package referenced in paragraph 4 of RVSM application form to:

    DIRECTOR, FLIGHT SAFETY
    CIVIL AVIATION AUTHORITY OF BOTSWANA
    P. O. BOX 250
    GABORONE, BOTSWANA

GENERAL

APPLICANT’S STATEMENT

The undersigned certifies the above information to be correct and true and that aeroplane system installation, continuing airworthiness of systems, minimum equipment for dispatch, operating procedures and flight crew training comply with the requirements of the Botswana Civil Aviation Regulations, JAA Temporary Guidance Leaflet No. 6 and FAA Document 91 -RVSM.

Name of Post Holder Maintenance:	Signature:	Date:
Name of Post Holder Operations:	Signature:	Date:
Name of Post Holder Training:	Signature:	Date:

PART II
REDUCED VERTICAL SEPARATION MINIMUM ALTIMETRY SYSTEM PERFORMANCE REQUIREMENTS FOR OPERATIONS IN RVSM AIRSPACE

(reg. 18(3))

(a) In respect of groups of aeroplanes that are nominally of identical design and build with respect to all details that could influence the accuracy of height-keeping perfor-mance, the height-keeping performance capability shall be such that the total vertical error (TVE) for the group of aeroplanes shall have a mean no greater than 25 m (80 ft) in magnitude and shall have a standard deviation no greater than 28 Â£ 0.013z2 for 0 Â£ z Â£ 25 when z is the magnitude of the mean TVE in metres, or 92 Â£ 0.004z2 for 0 Â£ z Â£ 80 where z is in feet. In addition, the components of TVE shall have the following characteristics—

(1) the mean altimetry system error (ASE) of the group shall not exceed 25 m (80 ft) in magnitude;

(2) the sum of the absolute value of the mean ASE and of three standard deviations of ASE shall not exceed 75 m (245 ft); and

(3) the differences between cleared flight level and the indicated pressure altitude actually flown shall be symmetric about a mean of 0 m, with a standard deviation no greater than 13.3 m (43.7 ft), and in addition, the decrease in the frequency of differences with increasing difference magnitude shall be at least exponential.

(b) In respect of aeroplanes for which the characteristics of the airframe and altimetry system fit are unique and so cannot be classified as belonging to a group of aeroplanes encompassed by paragraph (1), the height-keeping performance capability shall be such that the components of the TVE of the aeroplane have the following characteristics—

(1) the ASE of the aeroplane shall not exceed 60 m (200 ft) in magnitude under all flight conditions; and

(2) the differences between the cleared flight level and the indicated pressure altitude actually flown shall be symmetric about a mean of 0 m, with a standard deviation no greater than 13.3 m (43.7 ft), and in addition, the decrease in the frequency of differences with increasing difference magnitude shall be at least exponential.

SCHEDULE 3
FLIGHT DATA RECORDERS AND AIRCRAFT DATA RECORDING SYSTEM

(reg. 34)

SCHEDULE 4
EMERGENCY EXIT EQUIPMENT – PASSENGERS

(regs. 37(1)(f) and 41(5))

PART I – The emergency exit equipment required under regulation 37(1) shall meet the following requirements—

(a) The assisting means for a floor level emergency exit shall meet the requirements under which the aeroplane was type certified.

(b) The location of each passenger emergency exit shall be—

(1) recognisable from a distance equal to the width of the cabin; and

(2) indicated by a sign visible to occupants approaching along the main passenger aisle.

(1) above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom;

(2) next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and

(3) on each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible, the sign may be placed at another appropriate location.

(d) Each passenger emergency exit marking and each locating sign shall be manufactured to meet the interior emergency exit marking requirements under which the aeroplane was type certified, unless the Authority cites different requirements for compliance with this paragraph.

Note: No sign may continue to be used if its luminescence (brightness) decreases to below 250 micro lamberts.

(e) Sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency light system is independent of the power supply to the main lighting system.

(f) The emergency lighting system shall provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height, on the center-line of the main passenger aisle, is at least 0.05 foot- candles.

(g) Each emergency light shall—

(1) be operable manually both from the flight crew station and from a point in the passenger compartment that is readily accessible to a normal cabin crew member seat;

(2) have a means to prevent inadvertent operation of the manual controls;

(3) when armed or turned on at either station, remain lighted or become lighted upon interruption of the aeroplane’s normal electric power:

Provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing; and

(4) have a cockpit control device that has an “on”, “off, and “armed” position.

(h) The location of each passenger emergency exit operating handle and instructions for opening the exit shall be shown in accordance with the requirements under which the aeroplane was type certified, unless the Authority cites different requirements for compliance with this paragraph.

(i) No operating handle or operating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 micro lamberts.

(j) Access to emergency exits shall be provided as follows for each passenger carrying aeroplane:

(k) Each passageway between individual passenger areas, or leading to a Type I or Type II emergency exit, shall be unobstructed and at least 20 inches wide.

(l) There shall be enough space next to each Type I or Type II emergency exit to allow a crew member to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in paragraph (j) 1. of this section.

(m) There shall be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits shall not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition, the access shall meet the emergency exit access requirements under which the aeroplane was type certificated, unless the Authority cites different requirements for compliance with this paragraph.

(n) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway shall not be obstructed. However, curtains may be used if they allow free entry through the passageway.

(o) No door may be installed in any partition between passenger compartments.

(p) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door shall have a means to latch it in open position, and the door shall be latched open during each take-off and landing. The latching means shall be able to withstand the loads imposed upon it when the door is subjected to the ultimate inertia forces, relative to the surrounding structure, prescribed in the airworthiness standards for type certification in the transport category as cited by the Authority.

(q) Each passenger emergency exit and the means of opening that exit from the outside shall be marked on the outside of the aeroplane with a 2-inch coloured band outlining the exit on the side of the fuselage.

(r) Each passenger emergency exit marking, including the band, shall be readily distinguishable from the surrounding fuselage area by contrast in colour and shall comply with the following—

(1) If the reflectance of the darker colour is 15 per cent or less, the reflectance of the lighter colour shall be at least 45 per cent; and

(2) If the reflectance of the darker colour is greater than 15 per cent, at least a 30 per cent difference between its reflectance and the reflectance of the lighter colour shall be provided.

Note: “Reflectance” is the ratio of the luminousflux reflected by a body to the luminousflux it receives.

(s) Exits that are not in the side of the fuselage shall have external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background colour, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect shall be provided on the other side.

(t) Each passenger-carrying aeroplane shall be equipped with exterior lighting that meets the requirements under which that aeroplane was type certificated, unless the Authority cites different requirements for compliance with this paragraph.

(u) Each passenger-carrying aeroplane shall be equipped with a slip-resistant escape route that meets the requirements under which that aeroplane was type certificated, unless the Authority cites different requirements for compliance with this paragraph.

(v) Each floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit and each tail cone exit, shall meet the requirements of this section for floor level emergency exits.

Note: The Authority may grant a deviation from this paragraph if he finds that circumstances makefull compliance impractical and that an acceptable level of safety has been achieved.

(w) Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits shall meet all of the applicable provisions of this subsection section and shall be readily accessible.

(x) Each large passenger-carrying aeroplane with a ventral exit and tail cone exit shall be—

(1) designed and constructed so that it cannot be opened during flight; and

(2) marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight.

(y) Portable lights – No person may operate a passenger carrying aeroplane unless it is equipped with flight stowage provisions accessible from each cabin crew member seat.

PART II – The emergency exit marking in regulation 41 shall meet the following requirements—

(a) Each passenger emergency exit marking and each locating sign shall have white letters 1 inch high on a red background 2 inches high, be self or electrically illuminated, and have a minimum luminescence (brightness) of at least 160 micro lamberts. The colours may be reversed if this will increase the emergency illumination of the passenger compartment.

(b) The location of each passenger emergency exit operating handle and instructions for opening shall be shown—

(1) for each emergency exit, by a marking on or near the exit that is readable from a distance of 30 inches; and

(2) for each Type I or Type II emergency exit with a locking mechanism released by rotary motion of the handle, by—

(i) a red arrow, with a shaft at least three-fourths inch wide and a head twice the width of the shaft, extending along at least 70 degrees of arc at a radius approximately equal to three-fourths of the handle length, and

(ii) the word “open” in red letters 1 inch high, placed horizontally near the head of the arrow.

(c) Each emergency exit, and its means of opening, shall be marked on the outside of the rotorcraft. In addition, the following apply—

(1) there shall be a 2-inch coloured band outlining each passenger emergency exit, except small rotorcraft with a maximum weight of 12,500 pounds or less may have a 2-inch coloured band outlining each exit release lever or device of passenger emergency exits which are normally used doors; and

(2) each outside marking, including the band, shall have colour contrast to be readily distinguishable from the surrounding fuselage surface. The contrast shall be such that, if the reflectance of the darker colour is 15 per cent or less, the reflectance of the lighter colour must be at least 45 per cent. “Reflectance” is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker colour is greater than 15 per cent, at least a 30 per cent difference between its reflectance and the reflectance of the lighter colour must be provided.

SCHEDULE 5
PASSENGER EMERGENCY EXITS: SIDE OF FUSELAGE

(reg. 37(5))

Emergency exits for each side of the fuselage

Passenger Seating Capacity	Emergency exits for each side of the fuselage
Type I	Type II	Type III	Type IV
1 through 10				1
11 through 19			1or	2
20 through 39		1
40 through 59	1
59 through 79	1		1or	2

SCHEDULE 6
MAIN AISLE WIDTH

(reg. 44)

Main aisle width.

The main passenger aisle width between seats must equal or exceed the values in the following table:

Minimum main passenger aisle width	Passenger seating capacity
Less than 25 inches from floor (inches)	25 Inches and more from floor (inches)
10 or less	12	15
11 through 19	12	20
20 or more	15	20

A narrower width of not less than 9 inches may be approved when substantiated by tests found necessary by the State of Manufacturer.

SCHEDULE 7
EMERGENCY LOCATOR TRANSMITTER (ELT)

(reg. 47(5))

(a) Types of emergency locator transmitters

(1) It is an ICAO recommendation that all ELTs should be automatic.

(2) The ELT equipment required shall meet the minimum performance standard defined in FAA’s TSO C91 a or TSO C126:

Provided that any ELT installed prior to 01 January 1997 may meet the minimum performance standard defined in FAA’s TSO C90 until such time as it becomes unserviceable other than through the need for routine maintenance, and furthermore provided that the ELT shall not be fitted with a lithium-sulphur dioxide battery that does not meet the requirements of FAA’s TSO C97.

(3) The following are types of ELTs in use—

(i) Automatic Fixed – ELT/AF

This type of ELT is intended to be permanently attached to the aircraft before and after a crash and is designed to aid search and rescue teams in locating a crash site.

(ii) Automatic Portable – ELT/AP

This type of ELT is intended to be rigidly attached to the aircraft before a crash, but readily removable from the aircraft after a crash. It functions as an ELT during the crash sequence. If the ELT does not employ an integral antenna, the aircraft-mounted antenna may be disconnected and an auxiliary antenna (stored on the ELT case) attached to the ELT. The ELT can be tethered to a survivor or a life raft. This type of ELT is intended to aid search and rescue teams in locating the crash site or survivor/s.

(iii) Automatic Deployable – ELT/AD

This type of ELT is intended to be rigidly attached to the aircraft before the crash and automatically ejected and deployed after the crash sensor has determined that a crash has occurred. This type of ELT should float in water and is intended to aid search and rescue teams in locating the crash site.

(iv) Portable – ELT/P

This type of ELT is not intended to be rigidly attached to the aircraft before a crash, but carried in such a way that it is readily removable from the aircraft after a crash. The ELT employs an integral antenna, and can be tethered to a survivor or a life raft. This type of ELT is intended to aid search and rescue teams in locating the crash site or survivor/s.

(v) ELT (S) or (W) – ELT (survival) or ELT (water-activated)

This type of ELT is not affixed to the aircraft and transmits automatically when immersed in water. It is waterproof, floats and operates on the surface of the water. It has no fixed mounting. It should be tethered to survivors or life rafts.

(o) Specification

Information on technical characteristics and operational performance of 121,5 MHz ELTs is contained in RTCA Document DO-183 and EUROCAE Document ED.62.

(1) Specification for the 121.5 MHz component of ELT for search and rescue—

(i) the ELT shall operate on 121,5 MHz. The frequency tolerance shall not exceed plus or minus 0,005 per cent;

(ii) the emission from an ELT under normal conditions and attitudes of the antenna shall be vertically polarised and essentially omni-directional in the horizontal plane;

(iii) over a period of 48 hours of continuous operation, at an operating temperature of minus 200 Celsius, the peak effective radiated power (PERP) shall at no time be less than 50 mW;

(iv) the type of emission shall be A3X. Any other type of modulation that meets the requirements of subparagraphs (e), (f) and (g) below may be used, provided that it will not prejudice precise location of the beacon by homing equipment;

Note – some ELTs are equipped with an optional voice capability (A3E) in addition to the A3X emission.

(v) the carrier shall be amplitude modulated at a modulation factor of at least 0,85;

(vi) the modulation applied to the carrier shall have a minimum duty cycle of 33 percent;

(vii) the emission shall have distinctive audio characteristics achieved by amplitude modulating the carrier with an audio frequency sweeping downward over a range of not less than 700 Hz within the range 1600 Hz to 300 Hz and with a sweep repetition rate of between 2 Hz and 4Hz; and

(viii) the emission shall include a clearly defined carrier frequency distinct from the modulation sideband components. In particular, at least 30 per cent of the power shall be contained at all times within plus or minus 30Hz of the carrier frequency on 121,5 MHz.

(2) Specification for the 406 MHz component of ELT for search and rescue—

(i) transmission characteristics for ELTs operating on 406 MHz are contained in ITU M633/1;

(ii) information on technical characteristics and operational performance of 406 MHz ELTs is contained in RTCA Document D0-204 and EUROCAE Document ED.62;

(iii) ELTs shall operate on a frequency of 406,025 MHz plus or minus 2 kHz. The transmitted frequency shall not vary more than plus or minus 5 kHz in five years including the initial frequency offset. It shall not vary more than 2 parts in 109 milliseconds;

(iv) the period between transmissions shall be 50 seconds plus or minus 5 per cent;

(v) over a period of 24 hours of continuous operation at an operating temperaure of minus 200 Celsius, the transmitter power output shall be within the limits of 5 W plus or minus 2 dB; and

(vi) the 406 MHz ELT shall be capable of transmitting a digital message.

(3) Transmitter identification coding—

(i) ELTs operating on 406 MHz shall be assigned a unique coding for identification of the transmitter or aircraft on which it is carried; and

(ii) the ELT shall be coded in accordance with the aviation user protocol or one of the serialised user protocols and shall be registered with the Authority.

(1) Each ELT, required to be carried in terms of regulation 47, must be attached to the aircraft in such a manner that the probability of damage to the transmitter in the event of crash impact is minimised. Fixed and deployable automatic ELTs must be attached to an aeroplane as far aft as possible. The installation of an ELT constitutes a modification of an aircraft and must therefore be completed in accordance with acceptable technical data. The acceptable standards should produce reliable and effective ELT systems, and keep unwanted activations to a minimum. Acceptable standards are based on those set out in the following sources—

(i) FAA AC91-44A (as amended); and

(ii) RTCA papers DO-182 and DO-183.

(2) Except where otherwise stated, the following installation requirements shall apply to ELT installations in any aeroplane—

(i) when installed in an aeroplane, the ELT shall be mounted with its sensitive axis pointing in the direction of flight;

(ii) the ELT shall be installed to withstand ultimate inertia forces of lOg upward, 22.5g downward, 45g forward and 7.5g sideward;

(iii) the location chosen for the ELT must be sufficiently free from vibration to prevent involuntary activation of the transmitter;

(iv) the ELT shall be located and mounted so as to minimise the probability of damage to the transmitter and antenna by fire or crushing as a result of crash impact; and

(v) the ELT shall be accessible for manual activation and deactivation.

(3) If it is equipped with an antenna for portable operation, the ELT shall be easily detachable from inside the aeroplane and—

(i) the external surface of the aeroplane shall be marked to indicate the location of the ELT; and

(ii) the ELT shall not use the antenna of another avionics system.

(4) The external antenna location shall be chosen considering the following factors

(i) the ELT antenna shall be mounted as far away as possible from other Very High Frequency (VHF) antennas;

(ii) the distance between the transmitter and antenna shall be in accordance with the ELT manufacturer’s installation instructions or other approved data;

(iii) the position of the antenna shall be such as to ensure essentially omni-directional signal transmissions when the aeroplane is in its normal ground or water attitude;

(iv) the antenna shall be mounted as far aft as possible;

(v) the ELT antenna shall not foul other antennas in flight; and

(vi) the ELT shall be subjected to an operational test as specified in ELT testing standards.

(5) An ELT with a lithium or magnesium battery shall not be packed inside a life raft in an aeroplane.

(6) Where the ELT system includes a remote control system for activating and deactivating the transmitter, provision shall be made to prevent inadvertent operation of the remote control and a placard displaying the following warning shall be placed near each remote control—

“FOR AVIATION EMERGENCY USE ONLY. UNAUTHORISED OPERATION PROHIBITED.”

(7) When an aeroplane is upright, an antenna located externally on top of the rear fuselage provides better overall efficiency than an internal cockpit area antenna.

(8) When an aeroplane is inverted—

(i) an internal antenna exhibits the best overall efficiency in a high-wing aeroplane; and

(ii) neither antenna location has a significant advantage in a low-wing aeroplane.

(9) In helicopter installations, care needs to be taken to site the antenna so as to minimise vibratory response which could lead to premature fatigue failure.

(10) The presence of an ELT whip antenna in close proximity to a second antenna can cause some detuning and distortion of the radiation pattern of the second antenna and possible interference by re-radiation of other signals, e.g. there have been reports of an ELT radiating a weak harmonic signal to VHF transmissions, causing interference with GPS equipment.

(11) The ELT mount must provide a load path from aircraft primary structural elements directly to the automatic activation system. The attachment should also be free and clear of cables and pulleys, etc., and be designed to minimise vibration. Excessive vibration may prevent satisfactory crash impact detection or may generate false crash signals. Attachments to thin partitions or to panels, such as the sides of baggage compartments, should be avoided. Attachments solely by means of velcro strips and other flexible material, such as tie-wrap, are not acceptable.

(12) As approximately one fifth of light aircraft accidents result in fire, the coaxial cable between the ELT and its external antenna should be sleeved with fire- resistant materials.

(13) Automatic fixed-type, inertially-activated ELTs are activated by an inertial force parallel to the longitudinal axis of the aircraft. However, many inadvertent activations have been caused by inertial switches actuating in other directions. For portable ELTs, the manufacturer’s installation instructions must be followed precisely since placement and orientation may be critical.

(14) The interaction of components in the ELT is often critical in arriving at acceptable overall performance. Component parts from other sources such as batteries, coaxial cables and antennae, should not be substituted for the original manufacturer’s parts.

(15) Tests after installation and tests and inspections of ELTs shall be performed.

(16) On completion of the modification to install the ELT the certifying person shall—

(i) ensure that the installation is recorded in the aircraftfs logbook; and

(ii) place the ELT manufacturer’s operating instructions in the aircraft flight manual, unless the relevant information is already given in a flight manual supplement.

(17) A release to service statement for the modification must be issued,

(d) Batteries

(1) Battery types in ELTs are as follows—

(i) most commonly: zinc-manganese dioxide (alkaline);

(ii) magnesium-manganese dioxide (magnesium); and

(iii) early models: lithium-sulphur dioxide (lithium).

(2) Lithium-sulphur dioxide batteries may be used only if they meet the requirements of FAA’s TSO C97.

(3) The ELT battery expiration date must be visible without having to remove the ELT from its mount in the aircraft.

(4) Where ELT batteries can be charged during flight, provision shall be made to—

(i) indicate to the flight crew that charging is taking place; and

(ii) prevent battery discharge resulting from wiring short circuits occurring during normal service or from crash damage.

SCHEDULE 8
PORTABLE FIRE EXTINGUISHER

(reg. 48(3))

Minimum Number of Hand Fire Extinguishers Passenger Seating Capacity

7 through 29	1
30 through 60	2
61 through 200	3
201 through 300	4
301 through 400	5
401 through 500	6
501 through 600	7
601 or more	8

SCHEDULE 9
MARKING OF BREAK-IN POINTS

(reg. 52)

[All Aircraft (AAC)] If areas of the fuselage suitable for break-in by rescue crews in an emergency are marked on an aeroplane, such areas shall be marked as shown below, and the colour of the markings shall be red or yellow and, if necessary, they shall be outlined in white to contrast with the background.

If the corner markings are more than 2 m apart, intermediate lines 9 cm x 3 cm shall be inserted so that there is no more than 2 m between adjacent markings.

SCHEDULE 10
FIRST-AID KIT

(reg. 53(2))

(a) First-Aid Kits [All Aircraft] Types. One type of first-aid kit shall be provided for carriage in all aircraft.

(1) [AIRCRAFT IN COMMERCIAL OPERATIONS]

The required first-aid kits shall include at least the following equipment – Contents

Antiseptic swabs (10/pack)

Bandage: adhesive strips

Bandage: gauze 7.5 cm x 4.5 m

Bandage: triangular; safety pins

Dressing: burn 10 cm x 10 cm

Dressing: compress, sterile 7.5 cm x 12 cm

Dressing: gauze, sterile 10.4 cm x 10.4 cm

Tape: adhesive 2.5 cm (roll)

Steri-strips (or equivalent adhesive strip)

Hand cleanser or cleansing towelettes

Pad with shield, or tape, for eye

Scissors: 10 cm (if allowed by national regulations)

Tape: Adhesive, surgical 1.2 cm x 4.6 m

Tweezers: splinter

Disposable gloves (multiple pairs)

Thermometers (non-mercury)

Mouth-to-mouth resuscitation mask with one-way valve First-aid manual, current edition Incident record form

(2) [AIRCRAFT IN COMMERCIAL OPERATIONS] Contents.

The required first-aid kits may include the following medications where permitted by national regulations—

Mild to moderate analgesic

Antiemetic

Nasal decongestant

Antacid

Antihistamine.

(3) [AIRCRAFT IN COMMERCIAL OPERATIONS]

Number of first-aid kits.

Each aircraft shall carry first-aid kits in accordance with the following table—

Number of Passenger Seats	Number of First-Aid Kits
0 – 100	1
101 – 200	2
201 – 300	3
301 – 400	4
401 – 500	5
More than 500	6

(4) [AIRCRAFT IN COMMERCIAL OPERATIONS] Location.

The required first-aid kits be distributed evenly throughout the aircraft, and shall be readily accessible to cabin crew members, if cabin crew members are required for the flight; and

The first-aid kits shall be located near the aircraft exits should their use be required outside the aircraft in an emergency situation.

SCHEDULE 11
EMERGENCY MEDICAL KIT – AEROPLANES

(reg. 54(2))

(a) [Air Operator Certificate (AOC)]

The required emergency medical kit shall include the following equipment—

Airways, oropharyngeal (three sizes)

Antiseptic wipes

Bag-valve mask

Basic life support cards

Disposable scalpel handle and blade

Disposable syringes and needles

Emergency tracheal catheter (or large gauge intravenous cannula)

Flashlight and batteries Haemostatic bandages or tourniquet Haemostatic forceps

Intravenous catheters (appropriate range of sizes)

Needle disposal box

One pair of sterile surgical gloves

Sphygmomanometer

Sponge gauze

Sterile equipment for suturing wounds

Sterile scissors

Stethoscope

Surgical mask

System for delivering intravenous fluids

Tape – adhesive

Thermometers (non-mercury)

Umbilical cord clamp

Urinary catheter.

(b) [AOC]

The required emergency medical kit shall include the following medications—

Acetyl salicylic acid (aspirin) for oral use

Adrenocortical steroid – injectable

Antiemetic – injectable

Antihistamine – injectable anti-allergic

Atropine – injectable

Bronchial dilator – inhaler

Dextrose 50 per cent (or equivalent) – injectable: 50 ml Sedatives.

Diuretic – injectable

Epinephrine 1:1 000 Analgesics.

Sedative anticonvulsant – injectable

Major analgesic

Medication for postpartum bleeding

Nitro-glycerine tablets, or spray

Oral beta blocker

Sodium chloride 0.9 per cent (minimum 250 ml)

The required universal precaution kit shall include the following equipment—

Bio-hazard disposal waste bag

Dry powder that can convert small liquid spill into a sterile granulated gel

ace/eye mask (separate or combined)

Germicidal disinfectant for surface cleaning

loves (disposable)

Instructions:

Large absorbent towel

Pick-up scoop with scraper

Protective apron

Skin wipes

(d) [AOC]

The medical kit shall be stored in a secure location.

SCHEDULE 12
OXYGEN STORAGE AND DISPENSING APPARATUS

(reg. 55(2))

(a) The supplemental oxygen supply requirements for non-pressurised aeroplanes are as follows—

(1) An operator shall not operate a non-pressurised aeroplane at pressure altitudes above 10 000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided.

(2) The amount of supplemental oxygen for sustenance required for a particular operation shall be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures, established for each operation in the Operations Manual and with the routes to be flown, and with the emergency procedures specified in the Operations Manual.

(3) An aeroplane intended to be operated above 10 000 ft pressure altitude shall be provided with equipment capable of storing and dispensing the oxygen supplies required.

(4) Oxygen supply requirements—

(i) Flight crew members – Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Table 1. If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply.

(ii) Cabin crew members, additional crew members and passengers – Cabin crew members and passengers shall be supplied with oxygen in accordance with Table 1. Cabin crew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

Table 1 – Supplemental Oxygen for Non-Pressurised Aeroplanes

(a)	(b)
SUPPLY FOR:	DURATION AND PRESSURE ALTITUDE
1. All occupants of flight deck seats on flight deck duty	Entire flight time at pressure altitudes above 10,000 ft
2. All required cabin crew members	Entire flight time at pressure altitudes above 13,000 ft and for any period exceeding 30 minutes at pressure altitudes above 10,000 ft but not exceeding13,000 ft
3. 100 per cent of passengers (see note)	Entire flight time at pressure altitudes above 13,000 ft
4. 10 per cent of passengers (see note)	Entire flight time after 30 minutes at pressure altitudes greater than 10,000 ft but not exceeding 13,000 ft

Note: For the purpose of this table “passengers” means passengers actually carried and includes infants.

(b) The supplemental oxygen supply requirements for pressurised aeroplanes are as follows—

(1) An operator shall not operate a pressurised aeroplane at pressure altitudes above 10 000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required by this paragraph, is provided.

(2) The amount of supplemental oxygen required shall be determined on the basis of cabin pressure altitude, flight duration and the assumption that a cabin pressurisation failure will occur at the altitude or point of flight that is most critical from the standpoint of oxygen need, and that, after the failure, the aeroplane will descend in accordance with emergency procedures specified in the Aeroplane Flight Manual to a safe altitude for the route to be flown that will allow continued safe flight and landing.

(3) Following a cabin pressurisation failure, the cabin pressure altitude shall be considered the same as the aeroplane pressure altitude, unless it is demonstrated to the Authority that no probable failure of the cabin or pressurisation system will result in a cabin pressure altitude equal to the aeroplane pressure altitude. Under these circumstances, the demonstrated maximum cabin pressure altitude may be used as a basis for determination of oxygen supply.

(4) Oxygen equipment and supply requirements—

(i) Flight crew members -.

(a) each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Table 2. If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply;

(b) flight deck seat occupants, not supplied by the flight crew source, are to be considered as passengers for the purpose of oxygen supply;

(c) oxygen masks shall be located so as to be within the immediate reach of flight crew members whilst at their assigned duty station; and

(d) oxygen masks for use by flight crew members in pressurised aeroplanes operating at pressure altitudes above 25,000 ft, shall be a quick donning type mask.

(ii) Cabin crew members, additional crew members, and passengers—

(a) cabin crew members and passengers shall be supplied with supplemental oxygen in accordance with Table 2. Cabin crew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply;

(b) aeroplanes intended to be operated at pressure altitudes above 25;000 ft shall be provided sufficient spare outlets and masks and/or sufficient portable oxygen units with masks for use by all required cabin crew members. The spare outlets and/or portable oxygen units are to be distributed evenly throughout the cabin to ensure immediate availability of oxygen to each required cabin crew member regardless of his location at the time of cabin pressurisation failure;

(c) aeroplanes intended to be operated at pressure altitudes above 25,000 ft shall be provided an oxygen dispensing unit connected to oxygen supply terminals immediately available to each occupant, whenever seated. The total number of dispensing units and outlets shall exceed the number of seats by at least 10 per cent. The extra units shall be evenly distributed throughout the cabin;

(d) aeroplanes intended to be operated at pressure altitudes above 25,000 ft or which, if operated at or below 25,000 ft, cannot descend safely within four minutes to 13,000 ft, and for which the individual certificate of airworthiness was first issued on or after 09 November 1998, shall be provided with automatically deployable oxygen equipment immediately available to each occupant, wherever seated. The total number dispensing units and outlets shall exceed the number of seats by at least 10 percent. The extra units shall be evenly distributed throughout the cabin; and

(e) the oxygen supply requirements, as specified in Table 2, for aeroplanes not certificated to fly at altitudes above 25,000 ft, may be reduced to the entire flight time between 10,000 ft and 13,000 ft cabin pressure altitudes for all required cabin crew members and for at least 10 per cent of the passengers if, at all points along the route to be flown, the aeroplane is able to descend safely within four minutes to a cabin pressure altitude of 13,000 ft.

Table 2- Requirements for Supplemental Oxygen – Pressurised Aeroplane During and Following Emergency Descent (Note)

SUPPLY FOR:	DURATION AND PRESSURE ALTITUDE
1. All occupants of flight deck seats on flight deck duty flight	Entire flight time when the cabin pressure altitude exceeds 13,000 and entire time when the cabin pressure altitude exceeds 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at those altitudes, but in no case less than:
	(i) 30 minutes for aeroplanes certificated to fly at altitudes not exceeding 25,000 ft (Note 2)
(ii) 2 hours for aeroplanes certificated to fly at altitudes more than 25,000 ft (Note 3).
2. All required cabin crew members	Entire flight time when cabin pressure altitude exceeds 13,000 ft but not less than 30 minutes (Note 2), and entire flight time when cabin pressure altitude is greater than 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at these altitudes.
3. 100 per cent of passengers	10 minutes or the entire flight time when the cabin pressure altitude exceeds 13,000 ft whichever is the greater (Note 4)
4. 10 per cent of passengers	Entire flight time when the cabin pressure altitude exceeds 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at these altitudes.

Note 1: The supply provided shall take account of the cabin pressure altitude and descent profile for the routes concerned.

Note 2: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certificated operating altitude to 10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft.

Note 3: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certificated operating altitude to 10,000 ft in 10 minutes andfollowed by 110 minutes at 10,000 ft. The oxygen required to meet the Crew Protective Breathing Equipment provisions of this Part may be included in determining the supply required.

Note 4: The required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplane’s maximum certificated operating altitude to 15,000 ft.

Note 5: For the purpose of this table “passengers” means passengers actually carried and includes infants.

(1) An operator shall not operate a non-pressurised helicopter at pressure altitudes above 10,000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided.

(3) A helicopter intended to be operated above 10,000 ft pressure altitude shall be provided with equipment capable of storing and dispensing the oxygen supplies required.

(4) Oxygen supply requirements—

(i) flight crew members—

each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Table 3. If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply.

(ii) cabin crew members—

additional crew members and passengers. Cabin crew members and passengers shall be supplied with oxygen in accordance with Table 3. Cabin crew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply.

Table 3 – Supplemental Oxygen for Non-Pressurised Helicopters

(a)	(b)
SUPPLY FOR:	DURATION AND PRESSURE ALTITUDE
1. All occupants of flight deck seats on flight deck duty	Entire flight time at pressure altitudes above 10,000 ft
2. All required cabin crew members	Entire flight time at pressure altitudes above 13,000 ft and for any period exceeding 30 minutes at pressure altitudes above 10,000 ft but not exceeding13,000 ft
3. 100 per cent of passengers (see note)	Entire flight time at pressure altitudes above 13,000 ft
4. 10 per cent of passengers (see note)	Entire flight time after 30 minutes at pressure altitudes greater than 10,000 ft but not exceeding 13,000 ft

Note: For the purpose of this table “passengers” means passengers actually carried and includes infants.

SCHEDULE 13
LOCATION OF AN AEROPLANE IN DISTRESS

(regs. 47A and 47B)

1. PURPOSE AND SCOPE

Location of an aeroplane in distress aims at establishing, to a reasonable extent, the location of an accident site within a 6 nautical mile (NM) radius.

2. OPERATION

2.1 An aircraft is in a distress condition when it is in a state that, if the aircraft behaviour event is left uncorrected, can result in an accident. Autonomous transmission of position information shall be active when an aircraft is in a distress condition. This will provide a high probability of locating an accident site to within a 6 NM radius.

2.2 An aeroplane in distress shall automatically activate the transmission of information from which its position can be determined by the operator and the position information shall contain a time stamp. It shall also be possible for this transmission to be activated manually.

2.3 The system used for the autonomous transmission of position information shall be capable of transmitting that information in the event of aircraft electrical power loss, at least for the expected duration of the entire flight.

Note. — Guidance on the location of an aeroplane in distress will be provided by the Authority.

2.4 The operator shall be alerted when an aircraft is in a distress condition with an acceptable low rate of false alerts. In case of a triggered transmission system, initial transmission of position information shall commence immediately or no later than five seconds after the detection of the activation event.

Note 1: Aircraft behaviour events can include, but are not limited to, unusual attitudes, unusual speed conditions, collision with terrain and total loss of thrust/propulsion on all engines and ground proximity warnings.

Note 2: A distress alert can be triggered using criteria that may vary as a result of aircraft position and phase of flight.

Further guidance regarding in-flight event detection and triggering criteria may be found in the EUROCAE ED-237, Minimum Aviation System Performance Specification (MASPS) for Criteria to Detect In-Flight Aircraft Distress Events to Trigger Transmission of Flight Information.

2.5 When an aircraft operator or an air traffic service unit (ATSU) has reason to believe that an aircraft is in distress, coordination shall be established between the ATSU and the aircraft operator.

2.6 The State of the Operator shall identify the organizations that will require the position information of an aircraft in an emergency phase. These shall include, as a minimum:

(a) air traffic service unit(s) (ATSU); and

(b) SAR rescue coordination centre(s) (RCC) and sub-centres.

Note 1— Refer to Annex 11 for emergency phase criteria.

Note 2. — Refer to Annex 12 for required notifications in the event of an emergency phase.

2.7 When autonomous transmission of position information has been activated, it shall only be able to be deactivated using the same mechanism that activated it.

2.8 The accuracy of position information shall, as a minimum, meet the position accuracy requirements established for ELTs.