CS 23.2000 Applicability and definitions
ED Decision 2017/013/R
(a) This Certification Specification prescribes airworthiness standards for the issuance of type certificates, and changes to those certificates, for aeroplanes in the normal category.
(b) For the purposes of this Certification Specification, the following definition applies:
‘Continued safe flight and landing’ means an aeroplane is capable of continued controlled flight and landing, possibly using emergency procedures, without requiring exceptional pilot skill or strength. Upon landing, some aeroplane damage may occur as a result of a failure condition.
ED Decision 2017/025/R
The applicability of the acceptable means of compliance (AMC) is limited to the scope of CS-23 (Amendment 5 and later). The applicability of the individual AMC that are provided in Subpart B through G can be restricted to a specific type of design, type of operation or any other criterion. The applicability of each AMC is therefore specified within that AMC. Demonstration of compliance using a published AMC outside of that applicability does not provide for presumption of compliance with the related requirement.
CS 23.2005 Certification of normal-category aeroplanes
ED Decision 2017/013/R
(a) Certification in the normal category applies to aeroplanes with a passenger seating configuration of 19 or less and a maximum certified take-off mass of 8 618 kg (19 000 pounds) or less.
(b) Aeroplane certification levels are:
(1) Level 1 — for aeroplanes with a maximum seating configuration of 0 to 1 passengers;
(2) Level 2 — for aeroplanes with a maximum seating configuration of 2 to 6 passengers;
(3) Level 3 — for aeroplanes with a maximum seating configuration of 7 to 9 passengers; and
(4) Level 4 — for aeroplanes with a maximum seating configuration of 10 to 19 passengers.
(c) Aeroplane performance levels are:
(1) Low speed — for aeroplanes with a VNO or VMO ≤ 250 knots calibrated airspeed (KCAS) or a MMO ≤ 0.6; and
(2) High speed — for aeroplanes with a VNO or VMO > 250 KCAS or an MMO > 0.6.
(d) Aeroplanes not certified for aerobatics may be used to perform any manoeuvre incident to normal flying, including:
(1) stalls (except whip stalls); and
(2) lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60 degrees.
(e) Aeroplanes certified for aerobatics may be used to perform manoeuvres without limitations, other than those limitations established under Subpart G.
CS 23.2010 Accepted means of compliance
ED Decision 2017/013/R
(a) An applicant must comply with this CS using an acceptable means of compliance (AMC) issued by EASA, or another means of compliance which may include consensus standards, when specifically accepted by EASA.
(b) An applicant requesting EASA to accept a means of compliance must provide the means of compliance to EASA in an acceptable form and manner.
GM1 23.2010 Accepted means of compliance
ED Decision 2019/020/R
For compliance demonstration, applicants will use the issue of the AMC & GM which is current on the date of application, as reflected in the certification programme for the certification basis determined by EASA.
This current issue, however, does not automatically invalidate the previous issues of the AMC & GM to CS 23 Amendment 5, unless this is specifically identified as such in the AMC/GM. Applicants can, therefore, agree with EASA in the certification programme to use such previous issues of the AMC & GM to demonstrate compliance with the certification basis.
Whenever an earlier AMC is no longer considered to be acceptable for the demonstration of compliance, the restrictions on its use will be stated in the remarks column of the specific line for that CS and the related AMC. In particular, AMC2&3 to CS-23/CS-VLA Subpart B to Subpart G (which reflect respectively CS-23 Amendment 4 and CS-VLA Amendment 1) will not be updated to cover new technologies or methods. However, they are still accepted as means of compliance. EASA will restrict their use in the AMC only when they no longer appropriately address new safety concerns or the associated safety levels.
GM2 23.2010 Accepted means of compliance
ED Decision 2019/020/R
The AMC to certification specifications (CS) for Normal-Category Aeroplanes (CS-23 Amendment 5 and later) illustrate means, but not the only means, by which a requirement contained in CS-23 can be met. Satisfactory demonstration of compliance using the AMC shall provide for presumption of compliance with the related requirement. The AMC are a way to facilitate certification tasks for the applicant and the competent authority. Due to changes in technology or application of technology in a way that has not been considered or not (yet) included in the AMC, the appropriate application of this AMC in the certification of a design requires a review by the authority.
CS-23 Amendment 5 maintains the existing level of safety of CS-23 Amendment 4 and CS-VLA Amendment 1, except for areas addressing loss of control and icing, for which the safety level was increased. Achieving this level of safety through compliance with CS-23 Amendment 5 for a given certification project may require the use of additional means of compliance beyond those provided in this AMC, depending on the details of the specific design.
For example, the ASTM standard accepted by this AMC does not contain provisions that address powered trim system runaways. Therefore, in order to maintain the level of safety that was in CS-23 Amendment 4, applicants proposing the use of F3264-18b as a means of complying with CS 23.2300 for an aeroplane with a powered trim system would need to supplement the standards of F3264-18b with additional means of compliance to demonstrate safe controllability after a probable trim system runaway. To do this, applicants could use CS 23.677(d) from Amendment 4, or other means accepted under CS 23.2010 of Amendment 5.
Similarly, applicants may propose designs with novel or unusual features for which neither F3264-18b nor the EASA Certification Specifications (CS-23 Amendment 4 and CS-VLA Amendment 1) contains appropriate AMC for showing compliance with CS-23 Amendment 5. Therefore, applicants proposing the use of the AMC to CS-23 as a means of complying with CS-23 Amendment 5 for aeroplanes with novel or unusual design features may need to gain acceptance of additional means of compliance under CS 23.2010.
AMC1 CS-23 Subpart B through Subpart G contains means of compliance that consist of a listing of consensus standards at their specific revisions that have been reviewed by EASA and accepted as AMC to CS-23. The table3 eRules CS-23 AMC editorial note: In contrary to what is explained in the AMC1 to CS 23.2010 above, the eRules representation is not presenting the AMC in a table format. The remarks from the AMC tables are provided directly following their relevant AMC. provided in Sections B through G identifies which consensus standard contains an accepted demonstration of compliance with the requirement. The scope and content of the referenced consensus standard can, however, differ from the overall scope of CS-23 or the objectives of the requirement. Therefore, using such a referenced consensus standard requires the applicant to identify what is applicable within that consensus standard and to seek agreement with the authority for agreement of the selected consensus standard and applied paragraphs. This is the so-called building-block flexibility that is built into the CS-23.
The listing in AMC1 Subpart B through Subpart G is consistent with the administrative ASTM standard F3264 at the revision as specified in the header of the table1. The AMC1 is therefore basically a copy of ASTM F3264, except when it is considered necessary to include or exclude specific standards. This is identified in the remarks column of the table1.
When EASA has established that there is the need to deviate from some of the content of a specific referenced consensus standard in order to meet the level of safety of CS-23 Amendment 5, this is stated in the remarks column1 in this AMC to CS-23.
AMC2 CS-23 Subpart B through Subpart G contains means of compliance that refer to the previous Amendment 4 of CS-23. These AMC are included for the (administrative) convenience of both the applicant and EASA when using an existing certification basis. A table4 eRules CS-23 AMC editorial note: In contrary to what is explained in the AMC1 to CS 23.2010 above, the eRules representation is not presenting the AMC in a table format. The remarks from the AMC tables are provided directly following their relevant AMC. is provided in Sections B through G that identifies which CS-23 Amendment 4 requirements contain an accepted demonstration of compliance with the requirement. This AMC2 CS-23 Subpart B through Subpart G is applicable for fixed wing aeroplanes with a passenger-seating configuration of 19 or less and a maximum certificated take-off mass of 8 618 kg (19 000 pounds) or less.
Before the entry into force of Amendment 5 of CS-23, CS-23 was included in the certification basis that often required complementing special conditions (refer to point 21.A.16B of Part 215) when the certification specification did not contain adequate or appropriate safety standards for the product. These special conditions can be applied to complement AMC2 when required.
AMC3 CS-23 Subpart B through Subpart G contains means of compliance that refer to the previous Amendment 1 of CS-VLA. These AMC are included for the (administrative) convenience of both the applicant and EASA when using an existing certification basis. A table1 is provided in Sections B through G that identifies which CS-VLA Amendment 1 requirements contain an accepted demonstration of compliance with the requirement. This AMC3 CS-23 Subpart B through Subpart G is applicable to aeroplanes with a single engine (spark- or compression-ignition) having not more than two seats, with a maximum certificated take-off weight of not more than 750 kg and a stalling speed in the landing configuration of not more than 83 km/h (45 knots)(CAS), to be approved for day VFR only. This AMC3 is applicable for non-aerobatic operations including:
— any manoeuvre incident to normal flying;
— stalls (except whip stalls); and
— lazy eights, chandelles, and steep turns, in which the angle of bank is not more than 60°.
Before the entry into force of Amendment 5 of CS-23, CS-VLA was included in the certification basis that often required complementing special conditions (refer to point 21.A.16B in Part 21) when the certification specification did not contain adequate or appropriate safety standards for the product. These special conditions can be applied to complement AMC3 when required.
Availability of referenced consensus standards
The referenced consensus standard documents are available from their issuing standards body:
— ASTM documents may be purchased from:
ASTM International
100 Barr Harbor Drive, PO Box C700
West Conshohocken, Pennsylvania
19428-2959, USA
(Website: www.astm.org)