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Instruments and equipment required by Subpart F must meet the following specifications and requirements:
(a) A marking or placard that is required to be displayed on or in an aircraft must be displayed in a conspicuous place and in such a manner to minimise the risk of erasure, disfigurement, obscuring, or removal.
(b) Each unit of measure used on a marking or placard must be the same as that on any related instrument or in the related flight manual.
(a) Fuel contents gauge. Each fuel contents gauge calibrated in US gallons must be clearly marked to show that the calibration is in US gallons.
(b) Fuel and oil placards. Each aircraft must be placarded in the immediate vicinity of each fuel and oil filler with the specification and/or grade of fuel or oil as appropriate.
A seat and berth must meet the requirements of TSO C25, TSO C39, or TSO C127 as applicable.
(a) Each safety belt must—
(1) meet the requirements of—
(i) TSO C22; or
(ii) ISO/FIA 8853; or
(iii) FIA 8854; or
(iv) for ex-military aircraft, a military drawing and order number or any other appropriate military designation or specification number; or
(2) be proof loaded to 50% of the rated strength required by those standards every 12 months if the identification labels required by the standards in paragraph (a)(1) are missing.
(b) A torso restraint—
(1) must meet the requirements of—
(i) TSO C114; or
(ii) for ex-military aircraft, a military drawing and order number or any other appropriate military designation or specification number.
(c) If a shoulder harness is fitted with an inertia reel, the inertia reel must meet the requirements of US Military Specification MIL-R-8236.
A child restraint system must—
(1) be secured to the aircraft seat or berth by a safety belt meeting the requirements of TSO C22; and
(2) not be fitted with a tether strap that secures the top of the infant or child seat; and
(3) meet the requirements of—
(i) TSO C100; or
(ii) New Zealand Standard 5411; or
(iii) Australia / New Zealand Standard AS/NZS/1754; or
(iv) United States Standard FMVSS 213; or
(v) European Standard ECE 44.
(a) An aircraft anti-collision light system must comprise—
(1) a red rotating beacon; or
(2) an aviation red or aviation white capacitor discharge light that meets the requirements of—
(i) TSO C96; or
(ii) the minimum standards of the applicable aircraft design; or
(iii) another standard acceptable to the Director.
(b) For an aircraft that was first issued with a type certificate before 11 August 1971, the anti-collision light system must meet the requirements of FAR Part 23, 25, 27, or 29 as applicable, except that the colour may be either aviation red or aviation white.
(c) Aircraft position lights must—
(1) meet the requirements of TSO C30; and
(2) consist of—
(i) an unobstructed steady red light projected above and below the horizontal plane through an angle from dead ahead to 110 degrees left; and
(ii) an unobstructed steady green light projected above and below the horizontal plane through an angle from dead ahead to 110 degrees right; and
(iii) an unobstructed steady white light projected above and below the horizontal plane rearward through an angle of 140 degrees equally distributed on the left and right sides.
An aircraft time-in-service recorder must meet the requirements of NZTSO 2001.
(a) Except as provided in paragraph (c), radio communication and navigation equipment must meet the requirements of—
(1) for Level 1—
(i) communication equipment, one of the following TSO as applicable: C31, C32, C37, C38, or C50; or
(ii) navigation equipment, one of the following TSO as applicable: C34, C35, C36, C40, C41, C60, C94, or C129; or
(iii) United Kingdom Civil Aviation Authority approval for Category WR, VC, or LA Class I; or
(iv) Australian Airborne Radio Navigation Publication No. 50 (Pub 50) Class I; or
(2) for Level 2—
(i) United Kingdom Civil Aviation Authority approval for Category LA Class II; or
(ii) Pub 50 V or L; or
(3) for Level 3, United Kingdom Civil Aviation Authority approval for Category LA Class III or Category G; or
(4) for Level 4—
(i) the requirements of the Radiocommunications Regulations 2001; and
(ii) compass safe distances determined in accordance with British Standard 3G,100: Part 2, Section 2.
(b) If two independent radio communication systems are required—
(1) each system must have an independent antenna; or
(2) the two systems may use a single rigidly supported non-wire antenna.
(c) The following equipment may be used to meet the radio communication equipment requirements for operations in gliders, amateur built aircraft, and microlight aircraft, if the equipment installation conforms to acceptable technical data, and the transceiver is connected to a quarterwave antenna permanently mounted on the aircraft—
(1) equipment listed in United Kingdom Civil Aviation Authority approval for Category G(a); or
(2) any other equipment shown by a test programme and accepted by the Director as capable of meeting the applicable requirements of the United Kingdom Civil Aviation Authority approval referred to in paragraph(c)(1).
Navigation systems and equipment installed for operation in MNPS or VSM airspace must—
(1) meet the performance requirements of ICAO Regional Supplementary Procedures Doc 7030 applicable to the airspace and routes being flown; and
(2) Reserved
(3) meet the equipment and functional requirements—
(i) Reserved
(ii) for operation in airspace designated with a VSM of 1000 feet above flight level 290, contained in the ICAO Manual on Implementation of a 300m (1000ft) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive Doc 9574.
(a) ILS localiser and glide slope equipment must meet the requirements of Radio Technical Commission for Aeronautics (RTCA) document number DO-195 for ILS localiser equipment and DO-192 for ILS glide slope equipment.
(b) A flight control guidance system must meet the performance requirements of an evaluation programme.
(c) A radio altimeter must—
(1) display to the flight crew the wheel height of the main landing gear above the terrain to an accuracy of plus or minus 5 feet or 5%, whichever is greater, when the—
(i) pitch angle is plus or minus 5 degrees about the mean approach attitude; and
(ii) roll angle is 20 degrees in either direction; and
(iii) forward velocity is between the minimum approach speed and 200 knots; and
(iv) sink rate is not greater than 15 feet per second at altitudes from 100 feet to 200 feet; and
(v) over level ground track actual altitude without significant lag or oscillation; and
(2) when the aircraft is below 200 feet altitude and a change in terrain representing 10% of the aircraft’s altitude occurs,—
(i) not unlock; and
(ii) have its display respond within 0.1 seconds; and
(iii) if the radar altimeter unlocks, re-acquire the signal in less than 1 second; and
(3) if using a push to test feature, test the entire system at a simulated altitude of less than 500 feet; and
(4) incorporate a positive failure warning any time there is a power loss or absence of ground return signals within the desired range of operating altitudes.
(d) Other required instruments and equipment must be capable of performing the necessary Category II or III operations as listed in the operator’s precision approach procedure manual required by rule 91.417.
(a) An ELT(S) must—
(1) be TSO-C126 certified; and
(2) transmit on both frequencies of 406 MHz and 121.5 MHz.
(b) Reserved
(c) An EPIRB must—
(1) meet the requirements of Australian/New Zealand Standard AS/NZ 4280.1; and
(2) transmit on both frequencies of 406 MHz and 121.5 MHz.
(d) An ELT(S) and EPIRB must—
(1) be self-buoyant; and
(2) be water resistant; and
(3) be portable.
(e) A PLB must operate on both frequencies of 406 MHz and 121.5 MHz, and must—
(1) meet the requirements of Australian/New Zealand Standard AS/NZS 4280.2; or
(2) be COSPAS-SARSAT type approved.
(f) An ELT(S) must be stowed in the aircraft in a manner that allows it to be readily available to any person on the aircraft in the event of an emergency.
Oxygen used in aircraft must be of Aviation Oxygen Standard which is gaseous oxygen with a minimum purity of 99%, maximum moisture of 0.0056 grams per cubic metre, and nil carbon monoxide.
Each passenger oxygen mask must meet the requirements of TSO C64.
(a) Each crew member on-demand oxygen mask must meet the requirements of TSO C78.
(b) Each on-demand oxygen mask for flight crew members must, without causing undue delay in proceeding with emergency duties, be—
(1) capable of being placed on the face with one hand from the stowed position; and
(2) properly secured, sealed, and capable of supplying oxygen upon demand within five seconds; and
(3) able to provide for—
(i) the use of corrective eyeglasses without undue impairment of vision or loss of protection; and
(ii) communication by interphone with each flight crew member while in their normally seated position; and
(iii) communication between each of two flight crew member stations and at least one crew member station in each passenger compartment.
(a) Flight crew member oxygen equipment must provide an oxygen flow rate—
(1) for continuous flow equipment, that is the greater of—
(i) 2 litres per minute STPD; or
(ii) that required to maintain a MTOPP of 149 mm Hg when breathing 15 litres per minute BTPS with a tidal volume of 700 millilitres; and
(2) for on-demand equipment—
(i) for flights up to 35 000 feet AMSL, not less than that required to maintain a MTOPP of 122 mm Hg; and
(ii) for flights above 35 000 feet AMSL, not less than 20 litres per minute BTPS; and
(iii) for flights above 41 000 feet AMSL, that progressively increases until not less than 15 mm Hg above ambient pressure and 30 litres per minute BTPS is achieved at 45 000 feet AMSL; and
(3) for protective equipment, of 30 litres per minute BTPD at a pressure altitude of 8 000 feet AMSL.
(b) Crew member and passenger oxygen equipment must provide an oxygen flow rate—
(1) for flights from 10 000 feet to 18 500 feet AMSL, not less than that required to maintain a MTOPP of 100 mm Hg when breathing 15 litres per minute BTPS with a tidal volume of 700 millilitres; and
(2) for flights from 18 500 feet to 40 000 feet AMSL, not less than that required to maintain a MTOPP of 83.8 mm Hg when breathing 30 litres per minute BTPS with a tidal volume of 1100 millilitres; and
(3) for flights from 40 000 feet to 45 000 feet AMSL, not less than that required to maintain a MTOPP of 55 mm Hg when breathing 30 litres per minute BTPS with a tidal volume of 1100 millilitres.
(c) Portable oxygen equipment must provide an oxygen flow rate of not less than—
(1) 2 litres per minute STPD on a low setting; and
(2) 4 litres per minute STPD on a high setting.
(d) On-demand oxygen regulators must meet the requirements of TSO C89.
Protective breathing equipment must—
(1) meet the requirements of TSO C99; and
(2) protect users from the effects of—
(i) smoke; or
(ii) carbon dioxide; or
(iii) other harmful gases; or
(iv) an oxygen deficient environment caused by other than aeroplane depressurisation.
(a) Except as provided in paragraph (b), crew member portable protective breathing equipment must meet the requirements of TSO C116.
(b) Crew member portable protective breathing equipment may consist of a portable oxygen supply connected to protective breathing equipment that allows unrestricted performance of crew member duties.
Each SSR transponder must meet─
(1) the requirements of TSO C74c; or
(2) for Mode S capable equipment, the appropriate class of TSO C112.
Each altitude encoder must meet the requirements of TSO C88.
For operation below 3000 feet AGL, the altitude alerting system or device need only provide one signal, either visual or aural.
A parachute assembly for emergency use must meet the requirements of—
(1) an applicable type certificate; or
(2) TSO C23; or
(3) a military drawing and order number or any other military designation or specification number; or
(4) LTF 35/03; or
(5) European Norm EN 12491; or
(6) AFNOR and DHV standards.
A Glider tow line must—
(1) except as provided in paragraph (2), have a breaking strength of not less than 80% or more than 200% of the MCTOW of the glider to be towed; and
(2) if the tow line used has a breaking strength of more than 200% of the MCTOW of the glider to be towed, have a safety link installed at the point of attachment to—
(i) the glider with a breaking strength of not less than 80% of the glider’s MCTOW but not more than twice the glider’s MCTOW; and
(ii) the aircraft with a breaking strength of at least 100% of the glider’s MCTOW but not more than twice the glider’s MCTOW.
