Avionics News March 2021 - 21

Such is the case for Volocopter, which announced on
Jan. 15, 2021, that the FAA accepted an application for
concurrent type certificate validation of the company's
electric vertical takeoff and landing VoloCity air taxi while
its application to EASA receives similar consideration
from the European body.
According to Florian Reuter, Volocopter chief executive
officer in a January press release, " Certification is the key
to this market, and we are excited to begin the process
of seeking approval from the FAA to introduce this
innovative era of mobility not only in Europe and Asia but
also in the U.S. "
In another example of regulatory harmonization at
work at the commercial-aircraft level, Honeywell and
Curtis-Wright won joint approvals of their new digital
flight data recorder and digital cockpit voice recorder.
Curtiss-Wright Corp. and Honeywell Aerospace received
TSO certification from EASA for their jointly developed
cockpit voice recorder, the Honeywell Connected
Recorder-25 (HCR-25).
The HCR-25 is the result of a 2019 agreement between
Curtiss-Wright and Honeywell Aerospace to develop a
line of cockpit voice and flight data recorders capable of
real-time data streaming and cloud upload functionality.
This new recorder meets EASA's 2021 regulations
requiring an extension of the minimum transmission
times for CVRs, underwater locating devices, and
aircraft localization. The regulation requires aircraft
with a maximum certified takeoff mass of more than
60,000 pounds (27,000 kilograms) to feature a minimum
recording duration of 25 hours.
According to the companies, airlines requiring " Class
6 " CVRs are their target market with the new EASA
certification. According to Curtiss-Wright, the CVR is
based on Fortress FDR technology that features data link
and image recording capabilities. The HCR-25 is also
equipped with an expansion slot, along with internal
data collection card, and a remote USB interface so that
operators can download data from the recorder directly
to a laptop or other storage device without physically
accessing or removing the recorder hardware from its
mount in the aircraft.
Allowing for differences
While harmonization negotiations may succeed at
agreements on most topics, the parties have an avenue
available for accommodating differences about which
the parties agree to allow. Those areas are documented in

what's called a list of significant standard differences, or
SSDs, between the various CS-23 amendment levels and
the corresponding (by applicability date) 14 CFR Part 23
amendment levels.
The agencies provide the list to support the
implementation of TIP Revision 6 of the EU/U.S. Bilateral
for products certified under the JAR/CS-23 or CFR Part
23 airworthiness codes. The lists identify the differences
that exist between the comparison of CS-23 and CFR Part
23 for each amendment pair as a list of SSDs.
These are requirement pairs where the applicant is
required to provide additional information in support of
the EASA validation process to ensure compliance has
been demonstrated to the EASA Certification Basis as
the validating authority, in addition to the compliance
demonstration for the FAA Certification Basis as the
certifying authority.
Even with this mechanism, this document currently
leaves uncovered Par CS23 Amendment 4 and FAR23
Amendment 64. That reconciliation will be covered in
a subsequent collaboration to include this comparison
document at a later date. The SSD is intended for EASA
validations of FAA products.
In some cases, the SSD only identifies a difference or
states that no corresponding document covers the topic in
the other regulation, or another method of compliance has
been accepted. For example, the SSD CS-23 Subpart F for
equipment notes that Powerplant Instruments 23.1305(b)
(4) CS requires fuel pressure indicator only, while the
counterpart allows several other options.
A never-ending process
If aircraft and powerplant design were static activities,
the parties involved - EASA and the FAA - could step back
and say, " Job done. "
But as we know, aviation development is far from static.
New engine designs, new airframes, new avionics are in a
seemingly endless cycle of development and advances. And
when those advances take the products beyond the coverage
of existing regulations, the OEMs can still seek approvals
from their home aviation authorities.
In the process, differences are almost an inevitable
outcome, requiring applications to the individual
aviation authorities until the two sides can again meet
and negotiate a common regulatory agreement that
harmonizes the regulations. And that will set the stage
for the next round of differences and a new round of
harmonization talks. q
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Avionics News March 2021

Table of Contents for the Digital Edition of Avionics News March 2021

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Avionics News March 2021 - Intro
Avionics News March 2021 - No label
Avionics News March 2021 - Cover2
Avionics News March 2021 - 1
Avionics News March 2021 - 2
Avionics News March 2021 - 3
Avionics News March 2021 - 4
Avionics News March 2021 - 5
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Avionics News March 2021 - Cover3
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