Sofema Online Considers ICAO Annex 6 and EASA - Recent Amendments (2022) concerning Runway Overrun Alerting & Autonomous Distress Tracking (ADT)

In 2022, both ICAO and EASA finalised critical updates to Annex 6 and Part-26, respectively. These amendments target two of the most persistent risks in aviation: runway excursions and the inability to locate aircraft following a catastrophic event.

Runway Overrun Awareness & Alerting Systems (ROAAS)

The goal of ROAAS is to reduce runway excursions by providing the flight crew with real-time, energy-based calculations during the approach and landing phases.

ICAO Annex 6, Part I (Amendment 47)

Amendment 47 introduced a new standard for Runway Overrun Awareness and Alerting Systems (ROAAS).

• Requirement: Turbine-engine aeroplanes with a Maximum Certificated Take-off Mass (MCTOM) over 5,700 kg must be equipped with ROAAS.

• Applicability: This is primarily a forward-fit requirement for aircraft for which the individual Certificate of Airworthiness (C of A) is first issued on or after January 1, 2025.

• Functionality: The system must provide "timely and unambiguous" alerts to the crew if the predicted stopping point exceeds the available runway length, both in-flight (during approach) and on-ground (during the rollout).

EASA Recent Amendments (CS-26 & Part-26)

• EASA has mirrored these requirements through Commission Regulation (EU) 2020/1159 and subsequent updates to CS-26 (Issue 3).

• Retrofit vs. Forward-fit: While ICAO focuses on new aircraft, EASA’s Part-26.205 also addresses large aeroplanes in production.

• Operational Requirements: EASA specifies that the system must at least accommodate dry and wet runway conditions.

• Timeline Shift: In 2022/2023, EASA discussions (specifically via Opinion No 05/2024) suggested a slight postponement of the compliance date for newly produced aircraft to ensure the supply chain and technology (such as EUROCAE ED-250) were sufficiently mature for industry-wide rollout.

Autonomous Distress Tracking (ADT)

ADT is a core component of the Global Aeronautical Distress and Safety System (GADSS), designed to ensure an aircraft can be located within 6 nautical miles if it enters a distress state.

ICAO Annex 6, Part I (Amendment 48)

Amendment 48 (adopted in July 2022) was a "correction" amendment that revised the applicability date for ADT due to industry readiness challenges.

• New Deadline: The applicability date was shifted to January 1, 2025.

• Requirement: All aeroplanes with an MCTOM over 27,000 kg for which the individual CofA is first issued on or after January 1, 2024, must autonomously transmit position information at least once every minute when in distress.

• Autonomy: The system must be resilient to the failure of the aircraft's power, navigation, and communication systems. Most manufacturers have opted for Emergency Locator Transmitters with Distress Tracking (ELT-DT) to meet this.

EASA CAT.IDE.A.281 & GADSS Implementation

EASA has integrated these ICAO standards into the Air OPS regulation (Regulation (EU) No 965/2012).

• LADR Integration: EASA is working with ICAO on the Location of an Aircraft in Distress Repository (LADR). This is a centralised, web-based system that stores ADT data, enabling Rescue Coordination Centres (RCCs) to access it immediately.

• Operational Readiness: EASA's focus in 2022-2023 was ensuring that operators (AOC holders) have established procedures to handle the "Distress" trigger and that they are ready to coordinate with the LADR.

Note: The 2022 amendments emphasise that while the hardware must be on the aircraft by 2025, the reporting and tracking infrastructure (such as LADR) must be tested and operational by the same date to ensure the hardware is effective.

Next Steps

Sofema Aviation Services and Sofema Online provide Regulatory Compliant and Vocational Classroom, Webinar and Online Training for EASA, FAA, UAE GCAA, Saudi GACA, OTAR.  Please see the websites or email team@sassofia.com for support.