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 and later 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 and later 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. Applicants may propose designs with novel or unusual features for which neither AMC1 nor the EASA Certification Specifications (CS-23 Amendment 4 and CS-VLA Amendment 1) contain appropriate AMC for showing compliance with CS-23 Amendment 5 and later. Therefore, applicants proposing the use of this AMC to CS-23 as a means of complying with CS-23 Amendment 5 and later 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 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 CS-23. Applicable revision of ASTM F3264 For the purpose of AMC1 to CS-23, EASA has assessed and accepted the most recent available revision of ASTM F3264, currently ASTM F3264-24. Where more recent revisions of individual consensus standards were available at the time of assessment, EASA also considered them with the aim of closing existing remarks in AMC1. As a result, some standards listed in AMC1 may refer to a revision that differs from the one included in ASTM F3264-24. It is expected that these revisions will be incorporated into a future update of ASTM F3264. Deviations from consensus standards Where EASA determines that a deviation from a referenced consensus standard is necessary to achieve the level of safety required by the respective CS-23 Amendment, this is indicated by a corresponding remark in AMC1.
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. AMC2 in Sections B through G identify 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 21) 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. AMC3 that are provided in Sections B through G identify which CS-VLA Amendment 1 requirement(s) 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)
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