Aeroplanes first issued with an individual CofA on or after 1 April 1999 — Page 82, Lesson 130

I want to walk you through the instrument and equipment requirements for aeroplanes that were first issued with an individual Certificate of Airworthiness, or CofA, on or after 1 April 1999. This is a specific regulatory cut-off date, so everything we cover applies to newer aircraft. Let's start with a general rule about duplicate instruments. Whenever duplicate instruments are required, that requirement embraces separate displays for each pilot — so each pilot gets their own instrument — and separate selectors or other associated equipment where appropriate. This means if a regulation calls for a duplicate instrument, you don't just get two readouts from one sensor; you get independent controls and displays for each pilot station. Next, all aeroplanes must be equipped with a means for indicating when power is not adequately supplied to the required flight instruments. This is a mandatory warning system — if the electrical supply to your flight instruments drops below what they need to function correctly, you must get a clear indication of that failure. Then we have a rule for compressibility limitations. All aeroplanes with compressibility limitations not otherwise indicated by the required airspeed indicators shall be equipped with a Mach number indicator at each pilot's station. Compressibility limitations refer to the effects of high-speed flight where airflow over the aircraft approaches the speed of sound, and Mach number is the ratio of true airspeed to the local speed of sound. If your airspeed indicator alone doesn't show you when you're approaching those limits, you need a dedicated Mach meter at each pilot position. Finally, for day VFR operations — Visual Flight Rules during daylight — an operator shall not conduct such operations unless the aeroplane is equipped with a headset with boom microphone, or equivalent, for each flight crew member on flight deck duty. So every crew member on the flight deck needs a headset with a boom microphone, or something that serves the same function, for communication. Now we move to a new section: Compliance with IFR, or VFR at Night. An operator shall not operate an aeroplane in accordance with Instrument Flight Rules — IFR — or by night in accordance with Visual Flight Rules — VFR — unless it is equipped with the flight and navigational instruments and associated equipment, and where applicable, under the conditions stated in the following subparagraphs. So for IFR or night VFR, you need everything required for VFR flight during the day, plus additional items. The first additional item is a standby altimeter. This is a backup altimeter in case your primary one fails. Second, an airspeed indicating system with a heated pitot tube, or equivalent means for preventing malfunctioning due to either condensation or icing. And for aeroplanes with a maximum take-off mass — MTOM — greater than 5700 kilograms, or with more than 9 passenger seats, certified since 1 April 1998, you also need a warning indication of pitot heater failure. So if the pitot heat fails, you get a warning. Third, two independent static pressure systems. The static pressure system supplies pressure to your altimeter, vertical speed indicator, and airspeed indicator. However, there's an exception: for propeller-driven aeroplanes with a maximum certificated take-off mass of 5700 kilograms or less, one static pressure system and one alternate source of static pressure is allowed. So smaller propeller aircraft can have one primary system plus an alternate source, rather than two fully independent systems. Fourth, a chart holder in an easily readable position which can be illuminated for night operations. You need somewhere to hold your charts that you can read easily, and it must have lighting for use at night. Next, we have Single-pilot IFR Operations. Aeroplanes operated under IFR with a single-pilot crew are required to have an autopilot with at least an altitude hold and heading mode. So if you're flying IFR alone, your autopilot must be able to maintain a selected altitude and a selected heading. Finally, the Altitude Alerting System. An operator shall not operate a turbine propeller powered aeroplane with a maximum certificated take-off mass in excess of 5700 kilograms, or having a maximum approved passenger seating configuration of more than 9 seats, or a turbojet powered aeroplane, unless it is equipped with an altitude alerting system capable of — and the excerpt cuts off there, but the key point is that these larger turbine or turbojet aircraft must have an altitude alerting system that warns the crew when approaching or deviating from a selected altitude.