Ref.: AN 11/ /9 15 April 2015

Transcription

1 International Civil Aviation Organization Organisation de l aviation civile internationale Organización de Aviación Civil Internacional Международная организация гражданской авиации Tel.: ext Ref.: AN 11/ /9 15 April 2015 Subject: Proposal for the amendment of Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I regarding harmonization and alignment of terms, performance-based navigation (PBN), vision systems, icing phraseology and airborne collision avoidance system (ACAS) Action required: Comments to reach Montreal by 15 July 2015 Sir/Madam, 1. I have the honour to inform you that the Air Navigation Commission, at the fourth meeting of its 198th Session held on 24 February 2015, reviewed the work that the Flight Operations Panel (FLTOPSP) undertook with regard to amendment proposals for Annex 6 Operation of Aircraft, Part I International Commercial Air Transport Aeroplanes, Part II International General Aviation Aeroplanes and Part III International Operations Helicopters, the Procedures for Air Navigation Services Air Traffic Management (PANS-ATM, Doc 4444) and the Procedures for Air Navigation Services Aircraft Operations, Volume I Flight Procedures (Doc 8168) regarding harmonization and alignment of terms, performance-based navigation (PBN), vision systems, icing phraseology and airborne collision avoidance system (ACAS). The Commission authorized the transmission of these proposals to Contracting States and appropriate international organizations for comments. 2. The aforementioned proposals to Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I are explained in more detail in Attachment A. The proposed amendment to Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I are contained in Attachments B, C, D, E and F, respectively. A rationale box providing more information has been included immediately following the proposals throughout the attachments. 999 Robert-Bourassa Boulevard Montréal, Quebec Canada H3C 5H7 Tel.: Fax: icaohq@icao.int

2 -23. In examining the proposed amendments, you should not feel obliged to comment on editorial aspects as such matters will be addressed by the Air Navigation Commission during its final review of the draft amendments. 4. May I request that any comments you may wish to make on the proposed amendments to Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I be dispatched to reach me not later than 15 July The Air Navigation Commission has asked me to specifically indicate that comments received after the due date may not be considered by the Commission and the Council. In this connection, should you anticipate a delay in the receipt of your reply, please let me know in advance of the due date. 5. In addition, the proposed amendments to Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I are envisaged for applicability on 10 November Any comments you may have thereon would be appreciated. 6. The subsequent work of the Air Navigation Commission and the Council would be greatly facilitated by specific statements on the acceptability or otherwise of the amendment proposals. 7. Please note that, for the review of your comments by the Air Navigation Commission and the Council, replies are normally classified as agreement with or without comments, disagreement with or without comments, or no indication of position. If in your reply the expressions no objections or no comments are used, they will be taken to mean agreement without comment and no indication of position, respectively. In order to facilitate proper classification of your response, a form has been included in Attachment G which may be completed and returned together with your comments, if any, on the proposals in Attachments B to F. Accept, Sir/Madam, the assurances of my highest consideration. Raymond Benjamin Secretary General Enclosures: A Background B Proposed amendment to Annex 6, Part I C Proposed amendment to Annex 6, Part II D Proposed amendment to Annex 6, Part III E Proposed amendment to the PANS-ATM (Doc 4444) F Proposed amendment to PANS-OPS, Volume I (Doc 8168) G Response form

3 ATTACHMENT A to State letter AN 11/ /9 BACKGROUND 1. HARMONIZATION, ALIGNMENT OF TERMS AND LANGUAGE, AND CARGO COMPARTMENT FIRE SUPPRESSION SYSTEMS 1.1 The proposed amendment contains the result of the review of all parts of Annex 6 to introduce editorial amendments to Recommendations that have been superseded by Standards, as well as to provisions with embedded applicability dates that have become outdated (ANC 189-3). The review, as described in the work programme of the FLTOPSP, also identified the need to ensure consistency in terminology (e.g. equipped and installed) across all parts of Annex 6 that have caused confusion in interpretation and compliance. The first part of this task was concluded with the adoption of Amendments 39 and 33 to Annex 6, Parts I and II, respectively. 1.2 The panel conducted a side-by-side comparison of Annex 6, Parts I and III provisions prepared by the Helicopter Sub-group (HSG) in which editorial and contextual differences were identified. Whilst reviewing the provisions, the panel grouped those needing minor wording or format changes, and those with embedded dates that were no longer relevant. For Standards and Recommended Practices (SARPs) requiring further work, proposals for addition to the work programme of the panel are being submitted to the ANC. 1.3 Additionally, the amendment includes a proposed recommendation regarding cargo compartment fire suppression time capabilities (CCFS) of aircraft. Extended diversion time operations (EDTO) SARPs require that the operator consider the time capability of the CCFS for aircraft engaged in EDTO. During the development of the EDTO provisions, the Special Operations Task Force (SOTF) recognized that further work was necessary to determine whether similar requirements should also apply to non-edto operations. 1.4 The panel reviewed the implication of the time limitation of these systems on existing and future commercial operations of turbine engine aeroplanes. For that purpose, a survey of the existing fleet capabilities in terms of cargo compartment fire suppression (CCFS) times was conducted. The manufacturer s survey response, although limited in terms of respondents, indicated that: a) the majority of aircraft in current production are delivered with at least 60 minutes CCFS coverage; b) the majority of current production long-range aircraft have CCFS capability that exceeds 195 minutes (the assumed EDTO threshold +15 minutes for three and four engine aircraft); c) early production models of older aircraft models (e.g. B747, DC10, A300B, etc.) were produced with as little as 30 minutes CCFS capacity, but few if any are believed to be in service; d) there was no evidence of non-edto flights operating with less than 60 min CCFS coverage; and

4 A-2 e) one operator was identified as flying long-range flights beyond CCFS coverage with four engines aircraft across the southern Pacific ocean; it was noted, however, that this was with the agreement of, and in compliance with, special conditions imposed by the regulator. 1.5 After a review of in-service incidents and accidents related to cargo fire and the existing fleet capabilities, the panel concluded that a recommendation for operators to remain within the coverage of the CCFS was justified at no significant economic impact (most, if not all, of the current fleet has at least 60 minutes CCFS). 2. UPDATE TO PBN PROVISIONS 2.1 The proposed amendment contains revised performance-based navigation (PBN) provisions aligned with the current PBN framework necessary to solve issues related to one State s recognition of another State s approvals by simplification of the PBN approval process. In addition, this amendment proposal includes a framework in the form of a template, similar to the commercial air transport operations specifications (OPSPECS) template, that would standardize specific approvals (letters of authorization) for general aviation. The proposed specific approval template would not be exclusively for PBN but would also support other provisions that require a specific approval thereby facilitating harmonization. 2.2 It is envisaged that, for the most part, PBN would be managed by civil aviation authorities in the same manner as other operations are managed in Annex 6. For commercial air transport operations, this would be achieved by including standard operating procedures and training programmes in the operator s operations manual which is approved by the State of the Operator, whilst for general aviation it would be by having the State of Registry establish corresponding criteria. The amendment introduces the concept of complex PBN operations for out of the ordinary operations (e.g., similar to Cat II and III instrument approach operations) which would be subject to a specific approval. For commercial air transport operations, specific approvals are required to be included in the OPSPECS and for GA specific approvals would need to be included in the proposed specific approval template. 2.3 The FLTOPSP in coordination with the PBN Study Group (PBNSG) are updating the Performance-Based Navigation (PBN) Operational Approval Manual (Doc 9997) to provide guidance on what should be considered a complex PBN operation. The amendment to the manual in this regard is expected to be available by the end of ADJUSTMENTS TO ENHANCED VISION SYSTEMS 3.1 The head-up displays/enhanced/synthetic (HUDs/EVS/SVS) and combined vision systems (CVS) Standards adopted in Amendments 38, 33 and 19 to Annex 6, Parts I, II and III, respectively, were not identical to the originally proposed FLTOPSP recommendations. As a result, the enhanced vison guidance material included in the attachments to Annex 6 (i.e. Attachments I to Parts I and III and Attachment 2.B to Part II) are no longer completely aligned with the adopted provisions. Additionally, inconsistencies were inadvertently introduced to the general aviation provisions in Parts II and III. The proposed amendment, as detailed in Appendix C, updates the guidance material in the attachments and corrects the inconsistencies.

5 A Furthermore, with the intent of keeping guidance material in Annex 6 attachments high level and current for the long-term, some of the guidance material was transferred to the Manual of All-Weather Operations (Doc 9365). 4. NEW STANDARD PHRASEOLOGY IN PANS-ATM (DOC 4444) FOR DE/ANTI-ICING GROUND CREWS AND FLIGHT CREWS 4.1 The proposed amendment introduces standard phraseology to be used by ground de-icing/anti-icing crews when communicating with flight crews. In compliance with Standard of Annex 6, Part I and the corresponding provision in Appendix 2 Organization and Contents of an Operations Manual which addresses the need to include instructions for the conduct and control of ground de-icing/anti-icing operations in the Operations Manual, many operators have developed their own phraseology to be used between the cockpit and ground de-icing/anti-icing crews. 4.2 The problem with multiple phraseologies has become more apparent as centralized de-icing facilities (CDF) started operating in many States. In some instances, over eighty different operators use a given centralized facility, each attempting to impose their own phraseology for these operations. Some terms appear to be the same yet there are instances where there is no common understanding. 5. IMPROVEMENTS TO ACAS PROVISIONS IN PANS-OPS, VOLUME I (DOC 8168) 5.1 The proposed amendment contains changes to the operation of airborne collision avoidance system (ACAS) equipment section, which will improve effectiveness of ACAS performance. 5.2 The operational monitoring of ACAS recognized two issues: insufficient or inappropriate compliance with ACAS RAs by pilots; and the occurrence of unnecessary resolution advisories (RAs) for routine air traffic management (ATM) operations due to high vertical rate encounters. As introduced at the Twelfth Air Navigation Conference (AN-Conf/12) and in order to deal with those issues, this proposal introduces two optional features which can bring significant operational and safety benefits for aircraft operations. The performance and protection brought by ACAS are further enhanced by a new altitude capture mode that drastically reduces the number of nuisance alerts and a new RA mode which is coupled to the auto pilot/flight director to ensure accurate responses to the RAs. It is important to note that under the new RA mode, aircraft would automatically respond to the RAs but at the same time, when necessary, flight crew can select a manual response to the RAs.

6 ATTACHMENT B to State letter AN 11/ /9 PROPOSED AMENDMENT TO ANNEX 6, PART I NOTES ON THE PRESENTATION OF THE AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: Text to be deleted is shown with a line through it. Text to be deleted New text to be inserted is highlighted with grey shading. New text to be inserted Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. New text to replace existing text

7 B-2 TEXT OF PROPOSED AMENDMENT TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION PART I INTERNATIONAL COMMERCIAL AIR TRANSPORT AEROPLANES PROPOSAL REGARDING HARMONIZATION, ALIGNMENT OF TERMS AND LANGUAGE, AND CARGO COMPARTMENT FIRE SUPPRESSION SYSTEMS CHAPTER 1. DEFINITIONS Operator. A The person, organization or enterprise engaged in or offering to engage in an aircraft operation. Editorial note. replace, instances of An Operator with The Operator as applicable. An Operator and The Operator are terms used inconsistently across Annex 6. Whilst it is not a significant issue, the FLTOPSP Sub-groups (SG) addressing the ANC harmonization task were asked to analyse and make a suggestion to use the terms consistently. Based on that review, the FLTOPSP recommended that where the terms were used for similar purposes in a SARP, the term An Operator be replaced with The Operator because the latter was used more often and the term better aligns with the State of the Operator term. Furthermore, as suggested by the Panel, the Editorial Unit (EDL) of ICAO was consulted in reference to the best way to address the change of an operator to the operator in all instances where it appears in all Parts of Annex 6. The feedback received was that the indefinite article a/an was normally used before general, non-specific nouns or to indicate membership in a group; that it should be used in instances when referring to operators in general and not to a specific operator. The article the was generally used before singular or plural nouns that were specific or particular. In that regard, the definition of the the State of the Operator when referencing operators was specific:

8 B-3 State of the Operator. The State in which the operator s principal place of business is located or, if there is no such place of business, the operator s permanent residence. Based on the aforementioned, the proposal is to amend the definition of operator to align it with the the State of the Operator and subsequently search and replace all instances of an operator with the operator where the above mentioned criteria is met. Point of no return. The last possible geographic point at which an aeroplane aircraft can proceed to the destination aerodrome as well as to an available en-route alternate aerodrome for a given flight. ANC The PNR definition is being adjusted in all Parts of Annex 6 to accommodate all aircraft instead of only aeroplanes. CHAPTER 4. FLIGHT OPERATIONS Passengers In The operator shall ensure that in an emergency during flight, passengers shall be are instructed in such emergency action as may be appropriate to the circumstances. This text is currently used in Annex 6, Part II ( ) for the same purpose and is considered to be more appropriate.

9 B Flight preparation Meteorological conditions A flight to be conducted in accordance with the visual flight rules VFR shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under the visual flight rules VFR will, at the appropriate time, be such as to enable compliance with these rules. VFR is a term included in Abbreviations and Symbols. Editorial note. Insert new paragraph as follows: Time capability of cargo compartment fire suppression system Recommendation. All flights should be planned so that the diversion time to an aerodrome where a safe landing could be made does not exceed the cargo compartment fire suppression time capability of the aeroplane, when one is identified in the relevant aeroplane documentation, reduced by an operational safety margin specified by the State of the Operator. Note 1. Cargo compartment fire suppression time capabilities will be identified in the relevant aeroplane documentation when they are to be considered for the operation. Note 2. Fifteen minutes is an operational safety margin commonly retained for that purpose. Note 3. Refer to Chapter 4, 4.7 and Attachment D for considerations of time capability of cargo compartment fire suppression systems for aeroplanes engaged in EDTO. End of new text This recommendation originates from further work identified by the Special Operations Task Force (SOTF) during the introduction of extended diversion time operations (EDTO). In addressing the time capability considerations of cargo fire suppression time capability (CCFS) for aircraft engaged in EDTO, it was recognized that further work was necessary to confirm whether similar requirements should also apply to non-edto operations. After a review of in-service incidents and accidents related to cargo fire and the existing fleet capabilities, the FLTOPSP concluded that operators remaining within the coverage of the CCFSS was justified.

10 B Navigation equipment An aeroplane shall be provided with navigation equipment which will enable it to proceed: a) in accordance with its operational flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the visual flight rules VFR is accomplished by visual reference to landmarks. VFR is a term included in Abbreviations and Symbols. ATTACHMENT D. GUIDANCE FOR OPERATIONS BY TURBINE-ENGINED AEROPLANES BEYOND 60 MINUTES TO AN EN-ROUTE ALTERNATE AERODROME INCLUDING EXTENDED DIVERSION TIME OPERATIONS (EDTO) (Supplementary to Chapter 4, 4.7) 3. Extended diversion time operations (EDTO) requirements 3.2 EDTO for aeroplanes with more than two turbine engines EDTO significant systems Consideration of time limitations Not applicable. Considerations for the The maximum diversion time subject to cargo fire suppression time limitations are considered part of the most limiting EDTO significant time limitations in Airworthiness certification requirements for extended diversion time operations beyond the threshold time Not applicable. There are no additional EDTO airworthiness certification requirements for aeroplanes with more than two engines.

11 B Airworthiness modifications and maintenance programme requirements Not applicable. There are no additional EDTO airworthiness or maintenance requirements for aeroplanes with more than two engines. Remove not applicable and leave the remainder as stand-alone text to explain the applicability of the provision. PROPOSAL REGARDING UPDATED PBN PROVISIONS CHAPTER 7. AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, an aeroplane shall, in addition to the requirements specified in 7.2.1: a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and b) be authorized by the State of the Operator for such operations. have information relevant to the aeroplane navigation specification capabilities listed in the flight manual or other aeroplane documentation approved by the State of the Design or State of Registry; and c) have information relevant to the aeroplane navigation specification capabilities included in the MEL. Note. Guidance on aeroplane documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613) The State of the Operator shall, for operations where a navigation specification for PBN has been prescribed, ensure that the operator has established and documented: a) normal and abnormal procedures including contingency procedures; b) flight crew qualification and proficiency requirements in accordance with the appropriate navigation specifications; c) a training programme for relevant personnel consistent with the intended operations; and d) appropriate maintenance procedures to ensure continued airworthiness in accordance with the appropriate navigation specifications.

12 B-7 Note 1. Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Note 2. Electronic navigation data management is an integral part of normal and abnormal procedures The State of the Operator shall issue a specific approval for complex navigation specifications. Note. Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Editorial note. Renumber subsequent paragraphs accordingly.

13 B-8 APPENDIX 6. AIR OPERATOR CERTIFICATE (AOC) (Note. See Chapter 4, and ) OPERATIONS SPECIFICATIONS (subject to the approved conditions in the operations manual) SPECIAL AUTHORIZATIONS SPECIFIC APPROVAL YES NO SPECIFIC APPROVALS 9 DESCRIPTION 9 REMARKS EDTO 14 N/A Threshold time 15 : minutes Maximum diversion time 15 : minutes Navigation Complex navigation specifications for PBN operations 16 Notes. 16. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification authorization approval (e.g. RNAV 10, RNAV 1, RNP 4 RNP AR APCH), with appropriate limitations or conditions listed in the Specific Approvals Description and/or Remarks columns column. 17. Limitations, conditions and regulatory basis for operational approval associated with the performance-based navigation specifications (e.g. GNSS, DME/DME/IRU). Information on performance-based navigation, and guidance concerning the implementation and operational approval process, are contained in the Performance-based Navigation (PBN) Manual (Doc 9613). Editorial note. Renumber subsequent notes accordingly. The proposed amendments to Annex 6, Part I address a manner to approve PBN operations, aligned with the current PBN framework, in the same way that other operations are approved in Annex 6 (i.e. by including them in the operations manual which is approved by the State of the Operator). It also introduces the notion of complex PBN operations. These operations would require a specific approval (i.e. the approval would have to be included in the OPSPECS for commercial air transport). Furthermore, a proposal to amend the columns in the OPSPEC table are a result of the FLTOPSP work on clarification of those ICAO SARPs which are required to be included in the template in line with the purpose and scope statements of Appendix 6 to Annex 6, Part I.

14 B-9 Finally, the Performance-Based Navigation (PBN) Operational Approval Manual (Doc 9997) is being updated to provide guidance on what should be considered a complex PBN operation. PROPOSAL REGARDING ADJUSTMENTS TO ENHANCED VISION SYSTEMS ATTACHMENT I. AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD), EQUIVALENT DISPLAYS AND VISION SYSTEMS Supplementary to Chapter 4, , and Chapter 6, 6.23 Introduction The material in this attachment provides guidance for certified automatic landing systems, HUD, equivalent displays and vision systems intended for operational use in aircraft aeroplanes engaged in international air navigation. A HUD, vision These systems and hybrid systems may be installed and operated to reduce workload, improve guidance, enhance reduce flight technical error and enhance situational awareness and/or obtain an operational credit by establishing minima below the aerodrome operating minima, for approach ban purposes, or reducing the visibility requirements or requiring fewer ground facilities as compensated for by airborne capabilities credits. Automatic landing systems, HUD, equivalent displays and vision systems may be installed separately or together as part of a hybrid system. Any operational credit to be obtained from for their use requires a specific approval from the State of the Operator. Note 1. Vision systems is a generic term referring to the existing systems designed to provide images, i.e. enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS). Note 2. Operational credit can be granted only within the limits of the design airworthiness approval. Note 3. Currently, operational credit has been given only to vision systems containing an image sensor providing a real-time image of the actual external scene on the a HUD. Note 4. More detailed information and guidance on automatic landing systems, HUD, equivalent displays and vision systems is contained in the Manual of All-Weather Operations (Doc 9365). This manual should be consulted in conjunction with this attachment.

15 B HUD and equivalent displays 1.1 General A HUD presents flight information into the pilot s forward external field of view without significantly restricting that external view A variety of flight Flight information may should be presented on a HUD depending on or an equivalent display, as required for the intended flight operation, flight conditions, systems capabilities and operational approval. A HUD may include, but is not limited to, the following: use. a) airspeed; b) altitude; c) heading; d) vertical speed; e) angle of attack; f) flight path or velocity vector; g) attitude with bank and pitch references; h) course and glide path with deviation indications; i) status indications (e.g. navigation sensor, autopilot, flight director); and j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning). 1.2 Operational applications Flight operations with a HUD can improve situational awareness by combining flight information located on head-down displays with the external view to provide pilots with more immediate awareness of relevant flight parameters and situation information while they continuously view the external scene. This improved situational awareness can also reduce errors in flight operations and improve the pilot s ability to transition between instrument and visual references as meteorological conditions change. Flight operations applications may include the following: a) enhanced situational awareness during all flight operations, but especially during taxi, take-off, approach and landing; b) reduced flight technical error during take-off, approach and landing; and c) improvements in performance due to precise prediction of touchdown area, tail strike awareness/warning and rapid recognition of and recovery from unusual attitudes A HUD may be used for the following purposes: a) to supplement conventional flight deck instrumentation in the performance of a particular task or operation. The primary cockpit instruments remain the primary means for manually controlling or manoeuvring the aircraft; and

16 B-11 b) or as a primary flight display: 1) information presented by the HUD may be used by the pilot in lieu of scanning head-down displays. Operational approval of a HUD for such use allows the pilot to control the aircraft by reference to the HUD for approved ground or flight operations; and 2) information presented by the HUD may be used as a means to achieve additional navigation or control performance. The required information is displayed on the HUD. Operational credit, in the form of lower minima, for a HUD used if certified for this purpose may be approved for a particular aircraft or automatic flight control system. Additional credit may also be allowed when conducting HUD operations in situations where automated systems are otherwise used A An approved HUD, as a stand-alone system, may: a) qualify for operations with reduced visibility or reduced RVR; or b) replace some parts of the ground facilities such as touchdown zone and/or centre line lights. Examples and references to publications in this regard can be found in the Manual of All-Weather Operations (Doc 9365) A HUD or The functions of a HUD may be provided by a suitable equivalent display is one that has at least the following characteristics: it has a head-up presentation not requiring transition of visual attention from head down to head up; it displays sensor-derived imagery conformal to the pilot s external view; it permits simultaneous view of the EVS sensor imagery, required aircraft flight symbology, and the external view; and its display characteristics and dynamics are suitable for manual control of the aircraft, however,. However, before such systems can be used, the appropriate airworthiness and operational approvals approval should be obtained. 1.3 HUD training Training and recent experience requirements for operations using HUD or equivalent displays should be established, monitored and approved by the State of the Operator. Training requirements programmes should include requirements for recent experience if the be approved by the State determines that these requirements are significantly different than the current requirements for the use of conventional head-down instrumentation of the Operator and the implementation of the training should be subject to oversight by that State HUD The training should address all flight operations for which the HUD is designed and operationally approved. Some training elements may require adjustments based on whether the aeroplane has a single or dual HUD installation. Training should include contingency procedures required in the event of head-up display degradation or failure. HUD training should include the following elements as applicable to the intended use: or equivalent display is used. a) an understanding of the HUD, its flight path, energy management concepts and symbology. This should include operations during critical flight events (e.g. ACAS traffic advisory/resolution advisory, upset and wind shear recovery, engine or system failure); b) HUD limitations and normal procedures, including maintenance and operational checks performed to ensure normal system function prior to use. These checks include pilot seat adjustment to attain and maintain appropriate viewing angles and verification of HUD operating modes; c) HUD use during low visibility operations, including taxi, take-off, instrument approach and

17 B-12 landing in both day and night conditions. This training should include the transition from headdown to head-up and head-up to head-down operations; d) failure modes of the HUD and the impact of the failure modes or limitations on crew performance; e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the pilot equipped with a HUD; f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other pilot; g) consideration of the potential for loss of situational awareness due to tunnel vision (also known as cognitive tunnelling or attention tunnelling); h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a HUD; and i) HUD airworthiness requirements. 2. Vision systems 2.1 General Vision systems can display electronic real-time images of the actual external scene achieved through the use of image sensors (,i.e. EVS), or display synthetic images, which are derived from the onboard avionic systems (, i.e. SVS). Vision systems can also consist of a combination of these two systems or, called combined vision systems (i.e. CVS). Such a system may display electronic real-time images of the external scene using the EVS component of the system. However, the merging of EVS and SVS into a CVS is dependent on the intended function (e.g. whether or not there is intent to achieve operational credit). The information from vision systems may be displayed head-up and/or head-down. Operational credit, which may be granted to vision systems, is currently only applicable when real-time image information is displayed head-up The information from vision systems may be displayed on a head-up or head-down display. When enhanced vision imagery is displayed on a HUD, it should be presented to the pilot s forward external field of view without significantly restricting that external view The enhanced position fixing and guidance provided by SVS may provide additional safety for all phases of flight especially low visibility taxi, take-off, approach and landing operations Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to the fact that LED lights are not incandescent and they do not have a significant heat signature. Operators of such vision systems will need to acquire information about the LED implementation programmes at aerodromes where they intend to operate. More details about the consequences of LED lights are contained in the Manual of All-Weather Operations (Doc 9365).

18 B Operational applications Flight operations with enhanced vision image sensors EVS allow the pilot to view an image of the external scene obscured by darkness or other visibility restrictions. When the external scene is partially obscured, enhanced vision imaging may The use of EVS will also allow the pilot to acquire acquisition of an image of the external scene earlier than with natural or, unaided vision, hence providing for a smoother transition to references by natural vision. The improved acquisition of an image of the external scene may improve situational awareness. It may also qualify for operational credit if the information from the vision system is presented to the pilots in a suitable way and the necessary airworthiness approval and specific approval by the State of the Operator have been obtained for the combined system Vision system imagery may also allow enable pilots to detect other aircraft on the ground, terrain or obstructions on the runway or adjacent to runways or taxiways. A vision system image can also provide visual cues to enable earlier runway alignment and a more stabilized approach The combined display of aircraft performance, guidance and imagery may allow the pilot to maintain a more stabilized approach and smoothly transition from enhanced visual references to natural visual references. 2.3 Vision systems training Operational concepts Training requirements should be established, monitored and approved by the State of the Operator. Training requirements should include recency of experience requirements if the State of the Operator determines that these requirements are significantly different than the current requirements for the use of a HUD without enhanced vision imagery or conventional head-down instrumentation Training should address all flight operations for which the vision system is approved. This training should include contingency procedures required in the event of system degradation or failure. Training for situational awareness should not interfere with other required operations. Training for operational credit should also require training on the applicable HUD used to present the enhanced visual imagery. Training should include the following elements as applicable: a) an understanding of the system characteristics and operational constraints; b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant versus thermal energy and resulting images); c) operational constraints, normal procedures, controls, modes and system adjustments; d) limitations; e) airworthiness requirements; f) vision system display during low visibility operations, including taxi, take-off, instrument approach and landing; system use for instrument approach procedures in both day and night conditions; g) failure modes and the impact of failure modes or limitations upon crew performance, in particular, for two-pilot operations; h) crew coordination and monitoring procedures and pilot call-out responsibilities;

19 B-14 i) transition from enhanced imagery to visual conditions during runway visual acquisition; j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area; k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the vision system; and l) effects of aerodrome lighting using LED lights. 2.4 Operational concepts Instrument approach operations that involve the use of vision systems include the an instrument phase and the a visual phase. The instrument phase ends at the published MDA/H or DA/H unless a missed approach is initiated. Using the EVS or CVS does not change the applicable MDA/H or DA/H. The continued approach to landing from MDA/H or DA/H will be conducted using visual references. The This also applies to operations with vision systems. The difference is that the visual references will be acquired by use of an EVS or CVS, natural vision or a the vision system in combination of the two with natural vision (see Figure I-1) Down to a defined height in the visual segment, typically at or below 30 m (100 ft), the visual references will may be acquired solely by means of the vision system. The defined height depends on the airworthiness approval and specific approval by the State of the Operator. Below this height the visual references should be solely based on natural vision. In the most advanced applications, the vision system is expected to be able to may be used down to touchdown without the requirement for natural vision acquisition of visual references. Using the EVS or CVS does not change the classification of an instrument approach procedure, since the published DA/H remains unchanged and manoeuvring below DA/H is conducted by visual references acquired by means of the EVS or CVS. This means that such a vision system may be the sole means of acquiring visual references and can be used without natural vision In addition to the operational credit that EVS/CVS is able to provide, these systems may also provide an operational and safety advantage through improved situational awareness, earlier acquisition of visual references and smoother transition to references by natural vision. These advantages are more pronounced for Type A approach operations than for Type B approach operations. 2.4 Vision systems training Training and recent experience requirements should be established by the State of the Operator. Training programmes should be approved by the State of the Operator and the implementation of the training should be subject to oversight by that State. Training should address all flight operations for which the vision system is used. 2.5 Visual references The In principle, the required visual references do not change due to the use of an EVS or CVS, but those references are allowed to be acquired by means of either vision system until a certain height during the approach (see Figure I-1) as described in paragraph

20 B-15 Editorial note. Move Figure I-1 under new paragraph EVS operations Visual segment = visual manoeuvring Instrument segment References by natural vision References by HUD and EVS MDA/H, DA/H H above THR (H = 30 m (100 ft) or 60 m (200 ft)) Figure I-1. EVS operations transition from instrument to visual references In regions States that have developed requirements for operations with vision systems, the use of visual references have been regulated and examples of this are indicated in Table I-1 provided in the Manual of All-Weather Operations (Doc 9365).

21 B-16 Table I-1. Examples of operational credits OPERATIONS BELOW DA/DH OR MDA/MDH Example 1 Example 2 For procedures designed to support Type A operations, the following visual references for the intended runway should be distinctly visible and identifiable: the approach lighting system; or the runway threshold, identified by at least one of the following: the beginning of the runway landing surface; threshold lights; or runway end identifier lights; and the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface; touchdown zone lights; touchdown zone markings; or runway lights. Operations below 60 m (200 ft) above touchdown zone elevation No additional requirements apply at 60 m (200 ft). Operations below 30 m (100 ft) above touchdown zone elevation The visibility must be sufficient for the following to be distinctly visible and identifiable to the pilot without reliance on the EVS: the lights or markings of the threshold; or the lights or markings of the touchdown zone. For procedures designed to support 3D Type A and Type B CAT I operations, the following visual references should be displayed and identifiable to the pilot on the EVS image: elements of the approach lighting system; or the runway threshold, identified by at least one of the following: the beginning of the runway landing surface; threshold lights; threshold identification lights; or the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface; touchdown zone lights; touchdown zone markings; or runway lights. Operations below 60 m (200 ft) above threshold elevation For procedures designed to support 3D Type A operations, the visual references are the same as those specified below for Type B CAT I operations. Operations below 30 m (100 ft) above threshold elevation For procedures designed to support Type B CAT II operations, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: the lights or markings of the threshold; or the lights or markings of the touchdown zone. 3. Hybrid systems 3.1 A hybrid system generically means that two or more systems are combined. The hybrid system typically has improved performance compared to each of the component systems, which in turn may qualify for operational credit. Vision systems are normally part of a hybrid system, e.g. EVS is typically combined with a HUD. Including more components The inclusion of more systems in the hybrid system

22 B-17 normally enhances the performance of the system. The Manual of All-Weather Operations (Doc 9365) contains some examples of hybrid systems. 3.2 Table I-2 provides some examples of hybrid system components. Any combination of the listed systems may constitute a hybrid system. The degree of operational credit that may be given to a hybrid system depends on its performance (accuracy, integrity and availability) as assessed and determined by the certification and operational approval processes. Table I-2. Examples of hybrid system components Systems based on image sensors EVS Passive infrared sensors Active infrared sensors Passive millimetre wave radiometer Active millimetre wave radar CVS (where the EVS component as above qualifies for operational credit) SVS Systems not based on image sensors Autoflight systems, flight control computers, automatic landing systems Systems for position fixing CVS (the SVS component) HUD, equivalent display ILS, GNSS 4. Operational credits 4.1 Aerodrome operating minima are expressed in terms of minimum visibility/rvr and MDA/H or DA/H. With respect to operational credit this means that the visibility/rvr requirements, established in the instrument approach procedure, may be reduced or satisfied for aircraft equipped with appropriately approved vision systems such as EVS. Reasons for granting operational credit may be when aircraft are better equipped than what was originally considered when designing the instrument approach procedure or when runway visual aids considered in the design of the procedure are not available but can be compensated for by on-board equipment. When aerodrome operating minima are established, the combined capability of the aeroplanes equipment and on-ground infrastructure should be taken into account. Better equipped aeroplanes may be able to operate into lower natural visibility conditions, lower DA/H and/or operate with less ground infrastructure. Operational credit means that the aerodrome operating minima may be reduced in case of suitably equipped aeroplanes. Another way to grant operational credit is to allow visibility requirements to be fulfilled, wholly or partly, by means of the on-board systems. HUD, automatic landing or vision systems were not available at the time when the criteria for aerodrome operating minima were originally established. 4.2 Credits related to visibility/rvr can be given using at least three concepts. The first concept is to reduce the required RVR which will allow the aircraft to continue the approach beyond the approach ban point with a reported RVR lower than what was established for the approach procedure. Where a minimum visibility is prescribed, a second concept to grant operational credit may be used. In this case, the required minimum visibility is kept unchanged, but it is satisfied by means of the on-board equipment, typically an EVS. The result of both these concepts is that operations are allowed in meteorological conditions where otherwise they would not be possible. A third concept is to give operational credit by allowing operations in visibility/rvr which are not lower than those established for the approach

23 B-18 procedure, but the approach operation is conducted with less facilities on the ground. One example of the latter is to allow Category II operations without touchdown and/or centre line lights, compensated for by additional on-board equipment, e.g. a HUD. 4.3 Granting The granting of operational credits does not affect the classification (i.e. Type or Category) of an instrument approach procedure since, as described in Standard , instrument approach procedures they are designed to support a given instrument approach operation (i.e. type, category). However, the design of those procedures may not take into consideration on-board equipment that may compensate for facilities on the ground. Instrument approach operations instrument approach operations conducted using aeroplanes with the minimum equipment prescribed. 4.4 In order to provide optimum service, the ATS may have to be informed about the capabilities of better-equipped aircraft, e.g. which is the minimum RVR required. 4.5 In addition to the operational credit that a HUD, vision systems and hybrid systems are able to provide, these systems will also provide an operational and safety advantage through improved situational awareness, earlier acquisition of visual references and smoother transition to references by natural vision. These advantages are more pronounced for 3D Type A approach operations than for Type B approach operations. 4.3 The relation between the procedure design and the operation can be described as follows. The OCA/H is the end product of the procedure design, which does not contain any RVR or visibility values. Based on the OCA/H and all the other elements such as available runway visual aids, the operator will establish MDA/H or DA/H and RVR/visibility, i.e. the aerodrome operating minima. The values derived should not be less than those prescribed by the State of the Aerodrome. 5. Operational procedures 5.1 It is not prohibited to use vision systems in connection with circling. However, due to the system layout of a vision system and the nature of a circling procedure, key visual references can be obtained only by natural vision, and operational credit is not feasible for existing vision systems. The vision system may provide additional situational awareness. 5.2 The operational procedures associated with the use of a HUD, vision systems and hybrid systems should be included in the operations manual. The instructions in the operations manual should include: a) any limitation that is imposed by the airworthiness or operational approvals; b) how operational credit affects: 1) flight planning with respect to destination and alternate aerodromes; 2) ground operations; 3) flight execution, e.g. approach ban and minimum visibility; 4) crew resource management that takes into account the equipment configuration, e.g. the pilots may have different presentation equipment; 5) standard operating procedures, e.g. use of autoflight systems, call-outs that may be particular

24 B-19 to the vision system or hybrid system, criteria for stabilized approach; 6) ATS flight plans and radio communication. 5.1 In accordance with the operator should develop suitable operational procedures associated with the use of an automatic landing system, a HUD or an equivalent display, vision systems and hybrid systems. These procedures should be included in the operations manual and cover at least the following: a) limitations; b) operational credits; c) flight planning; d) ground and airborne operations; e) crew resource management; f) standard operating procedures; and g) ATS flight plans and communication. 6. Approvals 6.1 General Note. When the application for a specific approval relates to operational credits for systems not including a vision system, the guidance on approvals in this attachment may be used to the extent applicable as determined by the State of the Operator An operator that wishes to conduct operations with an automatic landing system, a HUD or an equivalent display, a vision system or a hybrid system will need to obtain certain approvals (i.e and 6.23) as prescribed in the relevant SARPs. The extent of the approvals will depend on the intended operation and the complexity of the equipment Enhanced vision imagery may be used to improve Systems that are not used for an operational credit or otherwise critical to the aerodrome operating minima, e.g. vision systems used to enhance situational awareness may be used without a specific operational approval. However, the standard operating procedures for these types of operations need to be systems should be specified in the operations manual. An example of this type of operation may include an EVS or an SVS on a head-down display that is used only for situational awareness of the surrounding area of the aircraft aeroplane during ground operations where the display is not in the pilot s primary field of view. For enhanced situational awareness, the installation and operational procedures need to ensure that the operation of the vision system does not interfere with normal procedures or the operation or use of other aircraft aeroplane systems. In some cases, modifications to these normal procedures for other aircraft aeroplane systems or equipment may be necessary to ensure compatibility When a vision system or a hybrid system with vision systems imagery is used for operational credit, operational approvals will typically require that the imagery be combined with flight guidance and presented on a HUD. Operational approvals may require that this information also be presented on a

25 B-20 head-down display. Operational credit may be applied for any flight operation, but credit for instrument approach and take-off operations is most common When the application for approval relates to operational credits for systems not including a vision system, the guidance in this attachment may be used to the extent applicable as determined by the State of the Operator or the State of Registry for general aviation Operators should be aware that some States may require some information about the operational credit(s) which has been granted by the State of the Operator or the State of Registry for general aviation. Typically the approval from that State will have to be presented, and in some cases the State of the Aerodrome may wish to issue an approval or to validate the original approval The Standard in Annex 6, Part I, , requires that the use of an automatic landing system, a HUD, an equivalent display, EVS, SVS or CVS or any combination of those systems into a hybrid system, should be approved by the State of the Operator when those systems are used for the safe operation of an aeroplane. When operational credits have been granted by the State of the Operator per Standard in Annex 6, Part I, , the use of that system becomes essential for the safety of such operations and is subject to a specific approval. The use of these systems solely for enhanced situational awareness, reduced flight technical error and/or reduced workload is an important safety feature, but does not require a specific approval Any operational credit that has been granted should be reflected in the operation specifications for the type or individual aeroplane as applicable. 6.2 Approvals Specific approvals for operational credit To obtain a specific approval for operational credit the operator will need to specify the desired operational credit and submit a suitable application. The content of a suitable application should include: a) Applicant details. required for all approval requests. The official name and business or trading name(s), address, mailing address, address and contact telephone/fax numbers of the applicant. Note. For AOC holders, the holder s company name, AOC number and . address should be required. b) Aircraft details. required for all approval requests. Aircraft make(s), model(s) and registration mark(s). c) Operator s vision system compliance list. The contents of the compliance list are included in Table I-3. the Manual of All-Weather Operations (Doc 9365). The compliance list should include the information that is relevant to the specific approval requested and the registration marks of the aircraft involved. If more than one type of aircraft/fleet is included in a single application a completed compliance list should be included for each aircraft/fleet. d) Documents to be included with the application. Copies of all documents referred to in column 4 of which the operator s vision system compliance list (Table I-3) operator has made references should be included when returning in the completed application form to the civil aviation authority. There should be no need to send complete manuals; only the relevant sections/pages should be required. Additional guidance material can be found in the Manual of All-Weather Operations (Doc 9365). e) Name, title and signature.

26 B-21 Table I-3. Example of an AOC vision system The following items should be covered in a vision systems compliance list: Main heading Expanded areas to be addressed by the application Sub-requirements Operator s operations manual reference or document reference 1.0 Reference documents used in compiling the submission The submission should be based on current up-to-date regulatory material. A compliance statement showing how the criteria of the applicable regulations and requirements have been satisfied. 2.0 Aircraft flight manual (AFM) A copy of the relevant AFM entry showing the aircraft certification basis for the vision system and any operational conditions. 3.0 Feedback and reporting of significant problems An outline of the process for the reporting of failures in the operational use of procedures. Note. In particular, significant problems with the vision system/hud system, reporting on circumstances/ locations where the vision system was unsatisfactory. 4.0 Instrument approach chart provider and operating minima The name of the provider of the relevant instrument approach charts. Confirmation that all aerodrome operating minima are established in accordance with the method acceptable to the relevant authority. 5.0 Operations manual entries and standard operating procedures Manufacturer/operatordeveloped. Manufacturer s procedures are recommended as a starting point and should include at least the items in the sub- Definitions. Check that crew members are qualified for vision system/hud operations. MEL handling. Equipment required for vision system operations.

27 B-22 Main heading Expanded areas to be addressed by the application Sub-requirements Operator s operations manual reference or document reference requirements column. Types of approach where vision systems can be used. Statement that the autopilot/flight director should be used whenever possible. Minimum visual references for landing. Approach ban and RVR. Stabilized approach criteria. Correct seating and eye position. Crew coordination, e.g. duties of the pilot flying and the pilot not flying: limitations; designation of handling and non-handling pilots; use of automatic flight control system; checklist handling; approach briefing; radio communications handling; monitoring and crosschecking of instruments and radio aids; and use of the repeater display by the pilot not flying. Contingency procedures including: failures above and below decision height; ILS deviation warnings; autopilot disconnect; auto-throttle disconnect; electrical failures; engine failure; failures and loss of visual references at or below decision height; vision system/hud failure below normal decision height; wind shear; ACAS warnings; EGPWS warnings.

28 B-23 Main heading Expanded areas to be addressed by the application Sub-requirements 6.0 Safety risk assessment Operator s safety risk assessment. Operator s operations manual reference or document reference 1. reference documents used in compiling the submission for approval; 2. flight manual; 3. feedback and reporting of significant problems; 4. requested operational credit and resulting aerodrome operating minima; 5. operations manual entries including MEL and standard operating procedures; 6. safety risk assessments; 7. training programmes; and 8. continuing airworthiness Expanded guidance on these items is contained in the Manual of All-Weather Operations (Doc 9365). Amendment 38 to Annex 6, Part I introduced significant modifications to the FLTOPSP proposal regarding visions systems during the adoption process. As a result, the accompanying guidance material was no longer clear and in some cases no longer relevant. This proposal updates the guidance material accordingly. Furthermore, in an effort to keep guidance material in the attachments to Annex 6 more stable, a significant portion of that material has been transferred to the Manual of All Weather Operations (Doc 9365).

29 ATTACHMENT C to State letter AN 11/ /9 PROPOSED AMENDMENT TO ANNEX 6, PART II NOTES ON THE PRESENTATION OF THE AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: Text to be deleted is shown with a line through it. Text to be deleted New text to be inserted is highlighted with grey shading. New text to be inserted Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. New text to replace existing text

30 C-2 TEXT OF PROPOSED AMENDMENT TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION PART II INTERNATIONAL GENERAL AVIATION AEROPLANES PROPOSAL REGARDING HARMONIZATION, ALIGNMENT OF TERMS AND LANGUAGE, AND CARGO COMPARTMENT FIRE SUPPRESSION SYSTEMS CHAPTER 1. DEFINITIONS Operator. A The person, organization or enterprise engaged in or offering to engage in an aircraft operation. Editorial note. replace, instances of An Operator with The Operator as applicable. An Operator and The Operator are terms used inconsistently across Annex 6. Whilst it is not a significant issue, the FLTOPSP Sub-groups (SG) addressing the ANC harmonization task were asked to analyse and make a suggestion to use the terms consistently. Based on that review, the FLTOPSP recommended that where the terms were used for similar purposes in a SARP, the term An Operator be replaced with The Operator because the latter was used more often and the term better aligns with the State of the Operator term. Furthermore, as suggested by the Panel, the Editorial Unit (EDL) of ICAO was consulted in reference to the best way to address the change of an operator to the operator in all instances where it appears in all Parts of Annex 6. The feedback received was that the indefinite article a/an was normally used before general, non-specific nouns or to indicate membership in a group; that it should be used in instances when referring to operators in general and not to a specific operator. The article the was generally used before singular or plural nouns that were specific or particular. In that regard, the definition of the the State of the Operator when referencing operators was specific:

31 C-3 State of the Operator. The State in which the operator s principal place of business is located or, if there is no such place of business, the operator s permanent residence. Based on the aforementioned, the proposal is to amend the definition of operator to align it with the the State of the Operator and subsequently search and replace all instances of an operator with the operator where the above mentioned criteria is met. Point of no return. The last possible geographic point at which an aeroplane aircraft can proceed to the destination aerodrome as well as to an available en-route alternate aerodrome for a given flight. ANC The PNR definition is being adjusted in all Parts of Annex 6 to accommodate all aircraft instead of only aeroplanes. SECTION 2 GENERAL AVIATION OPERATIONS CHAPTER 2.2 FLIGHT OPERATIONS Flight preparation Meteorological conditions A flight to be conducted in accordance with the visual flight rules VFR shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown under the visual flight rules VFR will, at the appropriate time, be such as to enable compliance with these rules Fuel and oil requirements A flight shall not be commenced unless, taking into account both the meteorological conditions and any delays that are expected in flight, the aeroplane carries sufficient fuel and oil to ensure that it can safely complete the flight. The amount of fuel to be carried must permit: c) when the flight is conducted in accordance with the visual flight rules by day VFR, flight to the aerodrome of intended landing, and after that, have a final reserve fuel for at least 30 minutes at normal cruising altitude; or d) when the flight is conducted in accordance with the visual flight rules by night VFR, flight to the aerodrome of intended landing and thereafter have a final reserve fuel for at least 45 minutes at normal cruising altitude.

32 C-4 VFR is a term included in Abbreviations and Symbols. CHAPTER 2.5 AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT Communication equipment An aeroplane to be operated in accordance with the visual flight rules, VFR, but as a controlled flight, shall, unless exempted by the appropriate authority, be provided with radio communication equipment capable of conducting two-way communication at any time during flight with such aeronautical stations and on such frequencies as may be prescribed by the appropriate authority Navigation equipment An aeroplane shall be provided with navigation equipment which will enable it to proceed: a) in accordance with the flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the visual flight rules VFR is accomplished by visual reference to landmarks. VFR is a term included in Abbreviations and Symbols.

33 C-5 PROPOSAL REGARDING UPDATED PBN PROVISIONS CHAPTER 2.1 GENERAL Specific approvals The pilot-in-command shall not conduct operations for which a specific approval is required unless such approval has been issued by the State of Registry. Specific approvals shall follow the layout and contain at least the information listed in Appendix XX. CHAPTER 2.4 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS Aeroplanes on all flights An aeroplane shall be equipped with or carry on-board: d) the following manuals, charts and information: 1) the flight manual or other documents or information concerning any operating limitations prescribed for the aeroplane by the certificating authority of the State of Registry, required for the application of Chapter 2.3; 2) any specific approval issued by the State of Registry, if applicable, for the operation(s) to be conducted; 2 3) current and suitable charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted; Editorial note. Renumber subsequent paragraphs accordingly.

34 C-6 CHAPTER 2.5 AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT Navigation equipment An aeroplane shall be provided with navigation equipment which will enable it to proceed: a) in accordance with the its flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the VFR is accomplished by visual reference to landmarks For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, an aeroplane shall, in addition to the requirements specified in : a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and b) be authorized by the State of Registry for such operations. have information relevant to the aeroplane navigation specification capabilities listed in the flight manual or other aeroplane documentation approved by the State of the Design or State of Registry; and c) where the aeroplane is operated in accordance with a MEL, have information relevant to the aeroplane navigation specification capabilities included in the MEL. Note. Information on performance-based navigation, and guidance concerning the implementation and operational approval process, are Guidance on aeroplane documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive list of references to other documents produced by States and international bodies concerning navigation systems The State of Registry shall establish criteria for operations where a navigation specification for PBN has been prescribed In establishing criteria for operations where a navigation specification for PBN has been prescribed, the State of Registry shall require that the operator/owner establish: a) normal and abnormal procedures including contingency procedures; b) flight crew qualification and proficiency requirements in accordance with the appropriate navigation specifications; c) training for relevant personnel consistent with the intended operations; and d) appropriate maintenance procedures to ensure continued airworthiness in accordance with the appropriate navigation specifications. Note 1. Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997).

35 C-7 Note 2. Electronic navigation data management is an integral part of normal and abnormal procedures The State of Registry shall issue a specific approval for complex navigation specifications. Note. Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Editorial note. Renumber subsequent paragraphs accordingly. Editorial note. Insert new Appendix 2.4 as follows: APPENDIX 2.4 GENERAL AVIATION SPECIFIC APPROVALS (Note. See Section 2, Chapter 2.1, 2.1.4) 1. Purpose and scope 1.1 Specific approvals shall have a standardized format which contains the minimum information required in the specific approval template. Note. When the operations to be conducted require a specific approval, a copy of the document(s) needs to be carried on aboard (see ).

36 C-8 2. Specific approval template SPECIFIC APPROVAL Issuing Authority 1 Address ISSUING AUTHORITY and CONTACT DETAILS 1 Signature: Date 2 : Telephone: Fax: OWNER/OPERATOR Name 3 : Address: Telephone: Fax: Aircraft model 4 and registration marks: SPECIFIC APPROVAL YES NO DESCRIPTION 5 REMARKS Low visibility operations Approach and landing CAT 6 : RVR: m DH: ft Take-off RVR 7 : m Operational credit(s) 8 RVSM Complex navigation specifications for PBN operations 9 Other 10 Notes. 1. Civil aviation authority name and contact details, including the telephone country code and if available. 2. Issuance date of the specific approval (dd-mm-yyyy) and signature of the authority representative. 3. Owner or operator s name and address. 4. Insert the aeroplane make, model and series, or master series, if a series has been designated. The CAST/ICAO taxonomy is available at: 5. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria). 6. Insert the applicable precision approach category (CAT II, IIIA, IIIB or IIIC). Insert the minimum RVR in metres and decision height in feet. One line is used per listed approach category. 7. Insert the approved minimum take-off RVR in metres. One line per approval may be used if different approvals are granted. 8. List the airborne capabilities (i.e. automatic landing, HUD, EVS, SVS, CVS) and associated operational credit(s) granted. 9. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification approval (e.g. RNP AR APCH), with appropriate limitations listed in the Description column. \. 10. Other specific approvals or data can be entered here, using one line (or one multi-line block) per approval (e.g. specific approach operations approval, MNPS).

37 C-9 End of new text The proposed amendment to Annex 6, Part II addresses a means, aligned with the current PBN framework, for States to establish PBN operation criteria. It also introduces the notion of complex PBN operations. These operations would require a specific approval, however currently specific approvals for are not addressed for general aviation (GA). This amendment proposal includes a framework in the form of a template, similar to the commercial air transport operations specifications (OPSPECS) template, that would standardize specific approvals (letters of authorization) for GA. The proposed specific approval template would not be exclusively for PBN, it would also support other provisions that require a specific approval. Finally, the Performance-Based Navigation (PBN) Operational Approval Manual (Doc 9997) is being updated to provide guidance on what should be considered a complex PBN operation. PROPOSAL REGARDING ADJUSTMENTS TO ENHANCED VISION SYSTEMS SECTION 2 GENERAL AVIATION OPERATIONS CHAPTER 2.2 FLIGHT OPERATIONS Operational management The State of Registry may approve operational credit(s) for operations with aeroplanes equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Such approvals shall not affect the classification of the instrument approach procedure. Note 2. Guidance on operational credit for aircraft equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS and CVS is contained in Attachment 2.B and in the Manual of All- Weather Operations (Doc 9365).

38 C-10 The amendment to paragraph brings automatic landing systems from Section 3 in this way the provision would apply to all GA aeroplanes. CHAPTER 2.4 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS Aeroplanes equipped with automatic landing systems, a head-up display (HUD) or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS) and/or combined vision systems (CVS) Where aeroplanes are equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS, or any combination of those systems into a hybrid system, criteria for the use of such systems for the safe operation of an aeroplane shall be established by the State of Registry In approving the operational establishing operational criteria for the use of automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure that: a) the equipment meets the appropriate airworthiness certification requirements; b) the operator/owner has carried out a safety risk assessment of associated with the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS; c) the operator/owner has established and documented the procedures for the use of, and training requirements for automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Note 1. Guidance on safety risk assessments is contained in the Safety Management Manual (SMM) (Doc 9859). Note 2. Guidance on establishing operational approvals criteria is contained in Attachment 2.B. The amendments to are required for consistency within the paragraph and to meet the original intent of Amendment 33 to Annex 6, Part II. It is also consistent with the language used for the EFB SARPs which were introduced with Amendment 33 to Annex 6, Part II and brings automatic landing systems from Section 3 so the provision would apply to all GA aeroplanes.

39 C-11 ATTACHMENT 2.B AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD), EQUIVALENT DISPLAYS AND VISION SYSTEMS Supplementary to , and , and Introduction The material in this attachment provides guidance for certified automatic landing systems, HUD, equivalent displays and vision systems intended for operational use in aircraft engaged in international air navigation. A HUD, vision These systems and hybrid systems may be installed and operated to reduce workload, improve guidance, enhance reduce flight technical error and enhance situational awareness and/or to obtain an operational credit by establishing minima below the aerodrome operating minima, for approach ban purposes, or reducing the visibility requirements or requiring fewer ground facilities as compensated for by airborne capabilities. credits. Automatic landing systems, HUD, equivalent displays and vision systems may be installed separately or together as part of a hybrid system. Any operational credit to be obtained from for their use requires a specific approval from the State of Registry. Note 1. Vision systems is a generic term referring to the existing systems designed to provide images, i.e. enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS). Note 2. Operational credit can be granted only within the limits of the design airworthiness approval. Note 3. Currently, operational credit has been given only to vision systems containing an image sensor providing a real-time image of the actual external scene on the a HUD. Note 4. More detailed information and guidance on automatic landing systems, HUD, equivalent displays and vision systems are contained in the Manual of All-Weather Operations (Doc 9365.). This manual should be consulted in conjunction with this Attachment. 1. HUD and equivalent displays 1.1 General A HUD presents flight information into the pilot s forward external field of view without significantly restricting that external view A variety of flight Flight information may should be presented on a HUD depending on, or an equivalent display, as required for the intended flight operation, flight conditions, systems capabilities and operational approval. A HUD may include, but is not limited to, the following:use. a) airspeed; b) altitude; c) heading; d) vertical speed;

40 C-12 e) angle of attack; f) flight path or velocity vector; g) attitude with bank and pitch references; h) course and glide path with deviation indications; i) status indications (e.g. navigation sensor, autopilot, flight director); and j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning). 1.2 Operational applications Flight operations with a HUD can improve situational awareness by combining flight information located on head-down displays with the external view to provide pilots with more immediate awareness of relevant flight parameters and situation information while they continuously view the external scene. This improved situational awareness can also reduce errors in flight operations and improve the pilot s ability to transition between instrument and visual references as meteorological conditions change. Flight operations applications may include the following: a) enhanced situational awareness during all flight operations, but especially during taxi, take-off, approach and landing; b) reduced flight technical error during take-off, approach and landing; and c) improvements in performance due to precise prediction of touchdown area, tail strike awareness/warning and rapid recognition of and recovery from unusual attitudes A HUD may be used for the following purposes: a) to supplement conventional flight deck instrumentation in the performance of a particular task or operation. The primary cockpit instruments remain the primary means for manually controlling or manoeuvring the aircraft; and b) or as a primary flight display; 1) information presented by the HUD may be used by the pilot in lieu of scanning head-down displays. Operational approval of a HUD for such use allows the pilot to control the aircraft by reference to the HUD for approved ground or flight operations; and 2) information presented by the HUD may be used as a means to achieve additional navigation or control performance. The required information is displayed on the HUD. Operational credit, in the form of lower minima, for a HUD used if certified for this purpose may be approved for a particular aircraft or automatic flight control system. Additional credit may also be allowed when conducting HUD operations in situations where automated systems are otherwise used.

41 C A An approved HUD, as a stand-alone system, may: a) qualify for operations with reduced visibility or reduced RVR; or b) replace some parts of the ground facilities such as touchdown zone and/or centre line lights. Examples and references to publications in this regard can be found in the Manual of All-Weather Operations (Doc 9365) A The functions of a HUD may be provided by a suitable equivalent display is one that has at least the following characteristics: it has a head-up presentation not requiring transition of visual attention from head down to head up; it displays sensor-derived imagery conformal to the pilot s external view; it permits simultaneous view of the EVS sensor imagery, required aircraft flight symbology, and the external view; and its display characteristics and dynamics are suitable for manual control of the aircraft., however. However, before such systems can be used, the appropriate airworthiness and operational approvals approval should be obtained. 1.3 HUD training Training and recent experience requirements for operations using HUD or equivalent displays should be established, monitored and approved by the State of the Operator or the State of Registry for general aviation. Training requirements should include requirements for recent experience if the State determines that these requirements are significantly different than the current requirements for the use of conventional head-down instrumentation HUD The training should address all flight operations for which the HUD is designed and operationally approved. Some training elements may require adjustments based on whether the aeroplane has a single or dual HUD installation. Training should include contingency procedures required in the event of head-up or equivalent display degradation or failure. HUD training should include the following elements as applicable to the intended use: is used. a) an understanding of the HUD, its flight path, energy management concepts and symbology. This should include operations during critical flight events (e.g. ACAS traffic advisory/resolution advisory, upset and wind shear recovery, engine or system failure); b) HUD limitations and normal procedures, including maintenance and operational checks performed to ensure normal system function prior to use. These checks include pilot seat adjustment to attain and maintain appropriate viewing angles and verification of HUD operating modes; c) HUD use during low visibility operations, including taxi, take-off, instrument approach and landing in both day and night conditions. This training should include the transition from headdown to head-up and head-up to head-down operations; d) failure modes of the HUD and the impact of the failure modes or limitations on crew performance; e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the pilot equipped with a HUD; f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other

42 C-14 pilot; g) consideration of the potential for loss of situational awareness due to tunnel vision (also known as cognitive tunnelling or attention tunnelling); h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a HUD; and i) HUD airworthiness requirements. 2. Vision systems 2.1 General Vision systems can display electronic real-time images of the actual external scene achieved through the use of image sensors (EVS), i.e. EVS, or display synthetic images, which are derived from the on-board avionic systems (SVS), i.e. SVS. Vision systems can also consist of a combination of these two systems or called combined vision systems (CVS). Such a system may display electronic real-time images of the external scene using the EVS component of the system. However, the merging of EVS and SVS into a CVS is dependent on the intended function (e.g. whether or not there is intent to achieve operational credit). The information from vision systems may be displayed head-up and/or head-down. Operational credit, which may be granted to vision systems, is currently only applicable when real-time image information is displayed head-up The information from vision systems may be displayed on a head-up or head-down display. When enhanced vision imagery is displayed on a HUD, it should be presented to the pilot s forward external field of view without significantly restricting that external view The enhanced position fixing and guidance provided by SVS may provide additional safety for all phases of flight especially low visibility taxi, take-off, approach and landing operations Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to the fact that LED lights are not incandescent and they do not have a significant heat signature. Operators of such vision systems will need to acquire information about the LED implementation programmes at aerodromes where they operate. intend to operate. More details about the consequences of LED lights are contained in the Manual of All-Weather Operations (Doc 9365). 2.2 Operational applications Flight operations with enhanced vision image sensors EVS allow the pilot to view an image of the external scene obscured by darkness or other visibility restrictions. When the external scene is partially obscured, enhanced vision imaging may The use of EVS will also allow the pilot to acquire acquisition of an image of the external scene earlier than with natural or, unaided vision, hence providing for a smoother transition to references by natural vision. The improved acquisition of an image of the external scene may improve situational awareness. It may also qualify for operational credit if the information from the vision system is presented to the pilots in a suitable way and the necessary airworthiness approval and specific approval by the State of Registry have been obtained for the combined system.

43 C Vision system imagery may also allow enable pilots to detect other aircraft on the ground, terrain or obstructions on the runway or adjacent to runways or taxiways. A vision system image can also provide visual cues to enable earlier runway alignment and a more stabilized approach The combined display of aircraft performance, guidance and imagery may allow the pilot to maintain a more stabilized approach and smoothly transition from enhanced visual references to natural visual references. 2.3 Vision systems training Training requirements should be established, monitored and approved by the State of the Operator. Training requirements should include recency of experience requirements if the State of the Operator determines that these requirements are significantly different than the current requirements for the use of a HUD without enhanced vision imagery or conventional head-down instrumentation Training should address all flight operations for which the vision system is approved. This training should include contingency procedures required in the event of system degradation or failure. Training for situational awareness should not interfere with other required operations. Training for operational credit should also require training on the applicable HUD used to present the enhanced visual imagery. Training should include the following elements as applicable: a) an understanding of the system characteristics and operational constraints; b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant versus thermal energy and resulting images); c) operational constraints, normal procedures, controls, modes and system adjustments; d) limitations; e) airworthiness requirements; f) vision system display during low visibility operations, including taxi, take-off, instrument approach and landing; system use for instrument approach procedures in both day and night conditions; g) failure modes and the impact of failure modes or limitations upon crew performance, in particular, for two-pilot operations; h) crew coordination and monitoring procedures and pilot call-out responsibilities; i) transition from enhanced imagery to visual conditions during runway visual acquisition; j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area; k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the vision system; and l) effects of aerodrome lighting using LED lights.

44 C Operational concepts Instrument approach operations that involve the use of vision systems include the an instrument phase and the a visual phase. The instrument phase ends at the published MDA/H or DA/H unless a missed approach is initiated. Using the EVS or CVS does not change the applicable MDA/H or DA/H. The continued approach to landing from MDA/H or DA/H will be conducted using visual references. The This also applies to operations with vision systems. The difference is that the visual references will be acquired by use of an EVS or CVS, natural vision or athe vision system in combination of the two with natural vision Down to a defined height in the visual segment, typically at or below 30 m (100 ft.), the visual references will may be acquired solely by means of the vision system. The defined height depends on the airworthiness approval and the specific approval by the State of Registry. Below this height the visual references should be solely based on natural vision. In the most advanced applications, the vision system is expected to be able to may be used down to touchdown without the requirement for natural vision acquisition of visual references. Using the EVS or CVS does not change the classification of an instrument approach procedure, since the published DA/H remains unchanged and manoeuvring below DA/H is conducted by visual references acquired by means of the EVS or CVS. This means that such a vision system may be the sole means of acquiring visual references and can be used without natural vision. EVS operations Visual segment = visual manoeuvring Instrument segment References by natural vision References by HUD and EVS MDA/H, DA/H H above THR (H = 30 m (100 ft) or 60 m (200 ft)) Figure 2.B-1. EVS operations transition from instrument to visual references

45 C Vision systems training In addition to the operational credit that EVS/CVS is able to provide, these systems may also provide an operational and safety advantage through improved situational awareness, earlier acquisition of visual references and smoother transition to references by natural vision. These advantages are more pronounced for Type A approach operations than for Type B approach operations Training and recent experience requirements should be established, by the State of Registry. Training should address all flight operations for which the vision system is used. 2.5 Visual references The In principle the required visual references do not change due to the use of an EVS or CVS, but those references are allowed to be acquired by means of either the vision system until a certain height during the approach (see Figure 2.B-1) as described in paragraph In regions In States that have developed requirements for operations with vision systems, the use of visual references have been regulated and examples of this are indicated provided in Table 2.B-1 the Manual of All-Weather Operations (Doc 9365). 3. Hybrid systems 3.1 A hybrid system generically means that two or more systems are combined. The hybrid system typically has improved performance compared to each of the component systems, which in turn may qualify for operational credit. Vision systems are normally part The inclusion of a hybrid system, e.g. EVS is typically combined with a HUD. Including more components systems in the hybrid system normally enhances the performance of the system. The Manual of All-Weather Operations (Doc 9365) contains some examples of hybrid systems. 3.2 Table 2.B-2 provides some examples of hybrid system components. Any combination of the listed systems may constitute a hybrid system. The degree of operational credit that may be given to a hybrid system depends on its performance (accuracy, integrity and availability) as assessed and determined by the certification and operational approval processes. Figure 2.B-1. EVS operations transition from instrument to visual references 4. Operational credits 4.1 Aerodrome operating minima are expressed in terms of minimum visibility/rvr and MDA/H or DA/H. With respect to operational credit this means that the visibility/rvr requirements, established in the instrument approach procedure, may be reduced or satisfied for aircraft equipped with appropriately approved vision systems such as EVS. Reasons for granting operational credit may be when aircraft are better equipped than what was originally considered when designing the instrument approach procedure or when runway visual aids considered in the design of the procedure are not available but can be compensated for by on-board equipment When aerodrome operating minima are established, the combined capability of the aircraft equipment and on-ground infrastructure should be taken into account. Better equipped aircraft may be able to operate into lower natural visibility conditions, lower DA/H and/or operate with less ground infrastructure. Operational credit means that the aerodrome operating minima may be reduced in case of suitably equipped aircraft. Another way to grant operational credit is to

46 C-18 allow visibility requirements to be fulfilled, wholly or partly, by means of the on-board systems. HUD, automatic landing or vision systems were not available at the time when the criteria for aerodrome operating minima were originally established. 4.2 Credits related to visibility/rvr can be given using at least three concepts. The first concept is to reduce the required RVR which will allow the aircraft to continue the approach beyond the approach ban point with a reported RVR lower than what was established for the approach procedure. Where a minimum visibility is prescribed, a second concept to grant operational credit may be used. In this case, the required minimum visibility is kept unchanged, but it is satisfied by means of the on-board equipment, typically an EVS. The result of both these concepts is that operations are allowed in meteorological conditions where otherwise they would not be possible. A third concept is to give operational credit by allowing operations in visibility/rvr which are not lower than those established for the approach procedure, but the approach operation is conducted with less facilities on the ground. One example of the latter is to allow Category II operations without touchdown and/or centre line lights, compensated for by additional on-board equipment, e.g. a HUD. 4.3 Granting operational credits does not affect the classification of an instrument approach procedure since, as described in Standard , instrument approach procedures are designed to support a given instrument approach operation (i.e. type, category). However, the design of those procedures may not take into consideration on-board equipment that may compensate for facilities on the ground. Table 2.B-1. Examples of operational credits OPERATIONS BELOW DA/DH OR MDA/MDH Example 1 Example 2 For procedures designed to support Type A operations, the following visual references for the intended runway should be distinctly visible and identifiable: the approach lighting system; or the runway threshold, identified by at least one of the following: the beginning of the runway landing surface; threshold lights; or runway end identifier lights; and the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface; touchdown zone lights; touchdown zone markings; or runway lights. Operations below 60 m (200 ft) above touchdown zone elevation No additional requirements apply at 60 m (200 ft). For procedures designed to support 3D Type A and Type B CAT I operations, the following visual references should be displayed and identifiable to the pilot on the EVS image: elements of the approach lighting system; or the runway threshold, identified by at least one of the following: the beginning of the runway landing surface; threshold lights; threshold identification lights; or the touchdown zone, identified by at least one of the following: the runway touchdown zone landing surface; touchdown zone lights; touchdown zone markings; or runway lights. Operations below 60 m (200 ft) above threshold elevation For procedures designed to support 3D Type A

47 C-19 operations, the visual references are the same as those specified below for Type B CAT I operations. Operations below 30 m (100 ft) above touchdown zone elevation The visibility should be sufficient for the following to be distinctly visible and identifiable to the pilot without reliance on the EVS: the lights or markings of the threshold; or the lights or markings of the touchdown zone. Operations below 30 m (100 ft) above threshold elevation For procedures designed to support Type B CAT II operations, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: the lights or markings of the threshold; or the lights or markings of the touchdown zone. Table 2.B-2. Examples of hybrid system components Systems based on image sensors EVS Passive infrared sensors Active infrared sensors Passive millimetre wave radiometer Active millimetre wave radar CVS (where the EVS component as above qualifies for operational credit) SVS Systems not based on image sensors Autoflight systems, flight control computers, automatic landing systems Systems for position fixing CVS (the SVS component) HUD, equivalent display ILS, GNSS 4.4 In order to provide optimum service, the ATS may have to be informed about the capabilities of the better-equipped aircraft, e.g. which is the minimum RVR required. 4.5 In addition to the operational credit that a HUD, vision systems and hybrid systems are able to provide, these systems will also provide an operational and safety advantage through improved situational awareness, earlier acquisition of visual references and smoother transition to references by natural vision. These advantages are more pronounced for 3D Type A approach operations than for Type B approach operations. 4.2 The granting of operational credits does not affect the classification (i.e. Type or Category) of an instrument approach procedure since they are designed to support instrument approach operations conducted with aircraft with the minimum equipment prescribed. 4.3 The relation between the procedure design and the operation can be described as follows. The OCA/H is the end product of the procedure design, which does not contain any RVR or visibility values. Based on the OCA/H and all the other elements such as available runway visual aids, the operator will establish MDA/H or DA/H and RVR/visibility, i.e. the aerodrome operating minima. The values derived should not be less than those that may be prescribed by the State of the Aerodrome.

48 C Operational procedures 5.1 It is not prohibited to use vision systems in connection with circling. However, due to the system layout of a vision system and the nature of a circling procedure, key visual references can be obtained only by natural vision, and operational credit is not feasible for existing vision systems. The vision system may provide additional situational awareness The In accordance with , the operator should develop suitable operational procedures associated with the use of an auto-land system, a HUD or an equivalent display, vision systems and hybrid systems. These procedures should be included in the operations manual. The instructions in the operations manual should include and cover at least the following: a) any limitation that is imposed by the airworthiness or operational approvals; b) how operational credit affects: 1) flight planning with respect to destination and alternate aerodromes; 2) ground operations; 3) flight execution, e.g. approach ban and minimum visibility; 4) crew resource management that takes into account the equipment configuration, e.g. the pilots may have different presentation equipment; 5) standard operating procedures, e.g. use of autoflight systems, call-outs that may be particular to the vision system or hybrid system, criteria for stabilized approach; 6) ATS flight plans and radio communication. a) limitations; b) operational credits; c) flight planning; d) ground and airborne operations; e) crew resource management; f) standard operating procedures; and g) ATS flight plans and communication. 6. Approvals 6.1 General Note. When the application for a specific approval relates to operational credits for systems not including a vision system, the guidance on approvals in this attachment may be used to the extent applicable as determined by the State of Registry.

49 C An operator that wishes to conduct operations with an automatic landing system, a HUD or equivalent display, vision system or hybrid system will need to obtain meet certain criteria and in some instances obtain specific approvals (see Annex 6, Part I, and 6.23, and the corresponding requirements in Annex 6, Parts II and III Annex 6, Part II, and ). The extent of the approvals will depend on the intended operation and the complexity of the equipment Enhanced vision imagery Systems may be used to improve situational awareness without a specific operational approval. However, the standard operating procedures for these types of operations need to systems should be specified in the operations manual. or equivalent document. An example of this type of operation may include an EVS or an SVS on a head-down display that is used only for situational awareness of the surrounding area of the aircraft during ground operations where the display is not in the pilot s primary field of view. For enhanced situational awareness, the installation and operational procedures need to ensure that the operation of the vision system does not interfere with normal procedures or the operation or use of other aircraft systems. In some cases, modifications to these normal procedures for other aircraft systems or equipment may be necessary to ensure compatibility When a vision system or a hybrid system with vision systems imagery is used for operational credit, operational approvals will typically require that the imagery be combined with flight guidance and presented on a HUD. Operational approvals may require that this information also be presented on a head-down display. Operational credit may be applied for any flight operation, but credit for instrument approach and take-off operations is most common When the application for approval relates to operational credits for systems not including a vision system, the guidance in this attachment may be used to the extent applicable as determined by the State of the Operator or the State of Registry for general aviation Operators should be aware that some States may require some information about the operational credit(s) which has been granted by the State of the Operator or the State of Registry for general aviation. Typically the approval from that State will have to be presented, and in some cases the State of the Aerodrome may wish to issue an approval or to validate the original approval Annex 6, Part II, states that operational credits based on the use of an automatic landing system, a HUD, an equivalent display, EVS, SVS or CVS or any combination of those systems into a hybrid system, should be specifically approved The Standard in Annex 6, Part II, requires the State of Registry to establish criteria for the use of automatic landing system, a HUD, an equivalent display, EVS, SVS or CVS or any combination of those systems into a hybrid system for the safe operation of an aeroplane and specifies such criteria. When operational credits are granted by the State of Registry per Standard in Annex 6, Part II, , the use of that system becomes essential for the safety of those operations and approval of the use of such systems is part of the operational credit specific approval. The use of these systems solely for enhanced situational awareness, reduced flight technical error and/or reduced workload is an important safety feature, but does not require a specific approval Any operational credit that has been granted should be reflected in the specific approval template and be carried on board the particular aeroplane.

50 C Approvals Specific approvals for operational credit To obtain operational credit the operator will need to specify the desired operational credit and submit a suitable an application in accordance with of Annex 6, Part II. The content of a suitable application should include: a) Applicant details. required for all approval requests. The official name and any business or trading name(s), address, mailing address, address and contact telephone/fax numbers of the applicant. Note. For AOC holders, the company name, AOC number and address should be required. b) Aircraft details. required for all approval requests. Aircraft make(s), model(s) and registration mark(s). c) Operator s vision system compliance list. The contents of the compliance list are included in Table 2.B-3.the Manual of All-Weather Operations (Doc 9365).The compliance list should include the information that is relevant to the approval requested and the registration marks of the aircraft involved. If more than one type of aircraft/fleet is included in a single application a completed compliance list should be included for each aircraft/fleet. d) Documents to be included with the application. Copies of all documents referred to in column 4 of which the operator's vision system compliance list (Table 2.B-3) operator has made references should be included when returning in the completed application form to the civil aviation authority. There should be no need to send complete manuals; only the relevant sections/pages should be required. Additional guidance material can be found in the Manual of All-Weather Operations (Doc 9365). e) Name, title and signature. Table 2.B-3. Example of an AOC vision system compliance list Main heading Expanded areas to be addressed by the application Sub-requirements Operator s operations manual reference or document reference 1.0 Reference documents used in compiling the submission The submission should be based on current up-to-date regulatory material. A compliance statement showing how the criteria of the applicable regulations and requirements have been satisfied. 2.0 Aircraft flight manual (AFM) A copy of the relevant AFM entry showing the aircraft certification basis for the

51 C-23 Main heading Expanded areas to be addressed by the application Sub-requirements Operator s operations manual reference or document reference vision system and any operational conditions. 3.0 Feedback and reporting of significant problems An outline of the process for the reporting of failures in the operational use of procedures. Note. In particular, significant problems with the vision system/hud system, reporting on circumstances/ locations where the vision system was unsatisfactory. 4.0 Instrument approach chart provider and operating minima The name of the provider of the relevant instrument approach charts. Confirmation that all aerodrome operating minima are established in accordance with criteria specified by the relevant authority. 5.0 Operations manual entries and standard operating procedures Manufacturer/operatordeveloped. Manufacturer s procedures are recommended as a starting point and should include at least the items in the subrequirements column. Definitions. Check that crew members are qualified for vision system/hud operations. MEL handling. Equipment required for vision system operations. Types of approach where vision systems can be used. Statement that the autopilot/flight director should be used whenever possible. Minimum visual references for landing. Approach ban and RVR. Stabilized approach criteria. Correct seating and eye position. Crew coordination, e.g. duties of the pilot flying and the pilot not flying: limitations; designation of handling and non-handling pilots;

52 C-24 Main heading Expanded areas to be addressed by the application Sub-requirements Operator s operations manual reference or document reference use of automatic flight control system; checklist handling; approach briefing; radio communications handling; monitoring and crosschecking of instruments and radio aids; and use of the repeater display by the pilot not flying. Contingency procedures including: failures above and below decision height; ILS deviation warnings; autopilot disconnect; auto-throttle disconnect; electrical failures; engine failure; failures and loss of visual references at or below decision height; vision system/hud failure below normal decision height; wind shear; ACAS warnings; EGPWS warnings. 6.0 Safety risk assessment Operator s safety risk assessment The following items should be covered in a vision systems compliance list: a) reference documents used in compiling the submission for approval; b) flight manual; c) feedback and reporting of significant problems; d) requested operational credit and resulting aerodrome operating minima; e) operations manual (or an equivalent document) entries including MEL (where applicable) and standard operating procedures;

53 C-25 f) safety risk assessment; g) training programmes; and h) continuing airworthiness. Expanded guidance on these items is contained in the Manual of All-Weather Operations (Doc 9365). Amendment 33 to Annex 6, Part II introduced significant modifications to the FLTOPSP proposal regarding visions systems during the adoption process. As a result, the accompanying guidance material was no longer clear and in some cases no longer relevant. This proposal updates the guidance material accordingly. Furthermore, in an effort to keep guidance material in the attachments to Annex 6 more stable, a significant portion of that material has been transferred to the Manual of All-Weather Operations (Doc 9365). SECTION 3 LARGE AND TURBOJET AEROPLANES CHAPTER 3.4 FLIGHT OPERATIONS Operational management Aerodrome operating minima The State of Registry may approve operational credit(s) for operations with aeroplanes equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Such approvals shall not affect the classification of the instrument approach procedure. Note 1. Operational credit includes: a) for the purposes of an approach ban ( ), a minima below the aerodrome operating minima; b) reducing or satisfying the visibility requirements; or c) requiring fewer ground facilities as compensated for by airborne capabilities. Note 2. Guidance on operational credit for aircraft equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS and CVS is contained in Attachment 2.B and in the Manual of All- Weather Operations (Doc 9365).

54 C-26 Note 3. Information regarding a HUD or equivalent displays, including references to RTCA and EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc 9365). Editorial note. re-number subsequent paragraphs accordingly CHAPTER 3.6 AEROPLANE INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS Aeroplanes equipped with automatic landing systems, a head-up display (HUD) or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS) and/or combined vision systems (CVS) Where aeroplanes are equipped with automatic landing systems, a HUD or equivalent displays, or EVS, SVS or CVS, or any combination of those systems into a hybrid system, the use of such systems for the safe operation of an aeroplane shall be approved by the State of Registry. Note. Information regarding a HUD or equivalent displays, including references to RTCA and EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc 9365) In approving the operational use of automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure that: a) the equipment meets the appropriate airworthiness certification requirements; b) the operator has carried out a safety risk assessment associated with the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS; c) the operator has established and documented the procedures for the use of, and training requirements for, automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Note 1. Guidance on safety risk assessments is contained in the Safety Management Manual (SMM) (Doc 9859). Note 2. Guidance on operational approvals is contained in Attachment 2.B. With the foregoing amendments, and are now redundant and can be deleted in toto.

55 ATTACHMENT D to State letter AN 11/ /9 PROPOSED AMENDMENT TO ANNEX 6, PART III NOTES ON THE PRESENTATION OF THE AMENDMENT The text of the amendment is arranged to show deleted text with a line through it and new text highlighted with grey shading, as shown below: Text to be deleted is shown with a line through it. Text to be deleted New text to be inserted is highlighted with grey shading. New text to be inserted Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. New text to replace existing text

56 D-2 TEXT OF PROPOSED AMENDMENT TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION PART III INTERNATIONAL AVIATION HELICOPTERS PROPOSAL REGARDING HARMONIZATION, ALIGNMENT OF TERMS AND LANGUAGE, AND CARGO COMPARTMENT FIRE SUPPRESSION SYSTEMS SECTION I GENERAL CHAPTER 1. DEFINITIONS Operator. A The person, organization or enterprise engaged in or offering to engage in an aircraft operation. Editorial note. replace, instances of An Operator with The Operator as applicable. An Operator and The Operator are terms used inconsistently across Annex 6. Whilst it is not a significant issue, the FLTOPSP Sub-groups (SG) addressing the ANC harmonization task were asked to analyse and make a suggestion to use the terms consistently. Based on that review, the FLTOPSP recommended that where the terms were used for similar purposes in a SARP, the term An Operator be replaced with The Operator because the latter was used more often and the term better aligns with the State of the Operator term. Furthermore, as suggested by the Panel, the Editorial Unit (EDL) of ICAO was consulted in reference to the best way to address the change of an operator to the operator in all instances where it appears in all Parts of Annex 6. The feedback received was that the indefinite article a/an was normally used before general, non-specific nouns or to indicate membership in a group; that it should be used in instances when referring to operators in general and not to a

57 D-3 specific operator. The article the was generally used before singular or plural nouns that were specific or particular. In that regard, the definition of the the State of the Operator when referencing operators was specific: State of the Operator. The State in which the operator s principal place of business is located or, if there is no such place of business, the operator s permanent residence. Based on the aforementioned, the proposal is to amend the definition of operator to align it with the the State of the Operator and subsequently search and replace all instances of an operator with the operator where the above mentioned criteria is met. Point of no return. The last possible geographic point at which an aircraft can proceed to the destination aerodrome as well as to an available en-route alternate aerodrome for a given flight. ANC The definition Annex 6 Part I PNR definition, as amended in Part I and Part II for application to aircraft instead of only aeroplanes, is being added to Part III because the term is also used in Annex 6 Part III. SECTION II INTERNATIONAL COMMERCIAL AIR TRANSPORT CHAPTER 1. GENERAL 1.1 Compliance with laws, regulations and procedures Operators The operator shall ensure that their all employees when abroad know that they must comply with the laws, regulations and procedures of the those States in which their helicopters are operated operations are conducted Operators The operator shall ensure that all pilots are familiar with the laws, regulations and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the heliports to be used and the air navigation facilities relating thereto. The operator shall ensure that other members of the flight crew are familiar with such of these regulations and procedures as are pertinent to the performance of their respective duties in the operation of the helicopter. This text is currently used in Annex 6, Part I (3.1.1 and 3.1.2) for the same purpose and is considered to be more appropriate.

58 D Operators shall ensure that flight crew members demonstrate the ability to speak and understand the language used for radiotelephony communications as specified in Annex 1. Editorial note. renumber subsequent paragraphs accordingly Operators shall ensure that flight crew members demonstrate the ability to speak and understand the language used for radiotelephony communications as specified in Annex 1. Move the text in order to harmonize with Annex 6, Part I (3.1.8). CHAPTER 2. FLIGHT OPERATIONS 2.2 Operational certification and supervision The air operator certificate The air operator certificate shall contain at least the following information and, from 1 January 2010, shall follow the layout of Appendix 3, paragraph 2: The operations specifications associated with the air operator certificate shall contain at least the information listed in Appendix 3, paragraph 3, and, from 1 January 2010, shall follow the layout of Appendix 3, paragraph 3. The applicable dates are now in the past and, therefore, they are no longer needed Operations manual An The operator shall make available, provide for the use and guidance of operations personnel concerned, an operations manual constructed using the guidance contained in Attachment G. The operations manual shall be amended or revised as is necessary to ensure that the information contained therein is kept up to date. All such amendments or revisions shall be notified to all personnel that are required to use this manual.

59 D The State of the Operator shall establish a requirement for the operator to provide a copy of the operations manual together with all amendments and/or revisions, for review and acceptance and, where required, approval. The operator shall incorporate in the operations manual such mandatory material as the State of the Operator may require. Note 2. Specific items in an operations manual require the approval of the State of the Operator in accordance with the Standards in 2.2.8, 4.1.3, and, 10.3 and This text is currently used in Annex 6, Part I (4.2.3) for the same purpose and is considered to be more appropriate. A reference has also been updated in the note Checklists The checklists provided in accordance with shall be used by flight crews prior to, during and after all phases of operations, and in emergency, to ensure compliance with the operating procedures contained in the aircraft operating manual, the helicopter flight manual or other documents associated with the certificate of airworthiness and otherwise in the operations manual. The design and utilization of checklists shall observe Human Factors principles. Helicopter Flight Manual is considered more appropriate, to be more explicit Heliport or landing location operating minima (operations under IFR) This text is currently used in Annex 6, Part I, for the same purpose and is considered to be more appropriate.

60 D Passengers In The operator shall ensure that in an emergency during flight, passengers shall be are instructed in such emergency action as may be appropriate to the circumstances. This text is currently used in Annex 6, Part II ( ) for the same purpose and is considered to be more appropriate. 2.3 Flight preparation Note. Series of flights are consecutive flights that: a) begin and end within a period of 24 hours; and b) are all conducted by the same pilot-in-command. Delete notes as series of flights is a term included in Chapter 1 Definitions Alternate heliports Destination alternate heliport For a flight to be conducted in accordance with IFR, at least one destination alternate shall be specified in the operational flight plan and the flight plan, unless: b) the heliport of intended landing is isolated and no suitable alternate is available. A point of no return (PNR) shall be determined Suitable offshore alternates When an offshore alternate heliport is specified, it shall be specified subject to the following: a) the offshore alternates alternate heliport shall be used only after a PNR. Prior to a PNR, onshore alternates alternate heliports shall be used;

61 D-7 b) mechanical reliability of critical control systems and critical components shall be considered and taken into account when determining the suitability of the alternates alternate heliport(s); c) one engine inoperative performance capability shall be attainable prior to arrival at the alternate heliport; The suitability of an alternate heliport has been incorporated into the alternate heliport definition in Chapter 1. Removing it from the provisions eliminates the redundancy. The phrase when an offshore alternate heliport is specified makes it clear that the nomination of an offshore alternate heliport is not required, but that when one is specified, the following conditions shall be complied with. The pluralization of the term was also applied for consistency Recommendation. Offshore alternates alternate heliports should not be used when it is possible to carry enough fuel to have an onshore alternate. Offshore alternates alternate heliports should not be used in a hostile environment. Adding the term heliport makes it consistent with the definition Weather Meteorological conditions A flight to be conducted in accordance with VFR shall not be commenced unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of the route to be flown or in the intended area of operations under VFR will, at the appropriate time, be such as to render enable compliance with these rules possible. This text is currently used in Annex 6, Part I (4.3.5) for the same purpose and is considered to be more appropriate A flight to be conducted in accordance with IFR shall not be commenced unless the information is available which indicates that conditions at the destination heliport or landing location of intended landing or, when an alternate is required, at least one alternate heliport will, at the estimated time of arrival, be at or above the heliport operating minima. Note. It is the practice in some States to declare, for flight planning purposes, higher minima for a heliport when nominated as an alternate than for the same heliport when planned as that of intended landing.

62 D To ensure that an adequate margin of safety is observed in determining whether or not an approach and landing can be safely carried out at each alternate heliport or landing location, the operator shall specify appropriate incremental values for height of cloud base and visibility, acceptable to the State of the Operator, to be added to the operator s established heliport or landing location operating minima. Note. Guidance on the selection of these incremental values is contained in the Flight Planning and Fuel Management Manual (FPFMM) (Doc 9976). Editorial note. renumber subsequent paragraphs accordingly. The paragraph was added in order to harmonize with Annex 6, Part I ( ) and the note is no longer be needed Fuel and oil requirements When no suitable alternate heliport or landing location is available, in terms of (e.g. the destination is isolated), sufficient fuel shall be carried to enable the helicopter to fly to the destination to which the flight is planned and thereafter for a period that will, based on geographic and environmental considerations, enable a safe landing to be made. The suitability of an alternate heliport has been incorporated into the alternate heliport definition in Chapter 1. Removing it from the provisions eliminates the redundancy. 2.4 In-flight procedures Heliport operating minima A flight shall not be continued towards the heliport of intended landing, unless the latest available information indicates that at the expected time of arrival, a landing can be effected at that heliport, or at least one destination alternate heliport, in compliance with the operating minima established in accordance with Harmonize with Annex 6, Part I ( )

63 D-9 CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT, AND FLIGHT DOCUMENTS 4.3 Flight recorders Flight data recorders and aircraft data recording systems Operation All helicopters of a maximum certificated take-off mass of over kg kg for which the individual certificate of airworthiness is first issued on or after 1 January 2016 shall be equipped with a Type IVA FDR Recommendation. All helicopters of a maximum certificated take-off mass of over kg kg, up to and including kg, for which the individual certificate of airworthiness is first issued on or after 1 January 1989, should be equipped with a Type V FDR All turbine-engined helicopters of a maximum certificated take-off mass of over kg, up to and including kg kg for which the application for type certification was submitted to a Contracting State on or after 1 January 2018 shall be equipped with: Recommendation. All helicopters of a maximum certificated take-off mass of kg kg or less for which the individual certificate of airworthiness is first issued on or after 1 January 2018 should be equipped with: The weight amount of kg and kg are used inconsistently in Annex 6, Part III as the metric conversion of lbs which is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using imperial units. The weight of kg is a more precise conversion. For consistency, therefore, all references to kg should be changed to kg Discontinuation The use of engraving metal foil FDRs shall be discontinued Recommendation. The use of analogue FDRs using frequency modulation (FM) should be discontinued The use of photographic film FDRs shall be discontinued.

64 D The use of analogue FDRs using frequency modulation (FM) shall be discontinued by 1 January Recommendation. The use of magnetic tape FDRs should be discontinued by 1 January The use of magnetic tape FDRs shall be discontinued by 1 January The applicable dates are now in the past and, therefore, are no longer needed Cockpit voice recorders Operation Recommendation. All helicopters of a maximum certificated take-off mass of over kg kg for which the individual certificate of airworthiness is first issued on or after 1 January 1987 should be equipped with a CVR. For helicopters not equipped with an FDR, at least main rotor speed should be recorded on the CVR. The weight amount of kg and kg are used inconsistently in Annex 6, Part III as the metric conversion of lbs which is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using imperial units. The weight of kg is a more precise conversion. For consistency, therefore, all references to kg should be changed to kg. 4.4 Instruments and equipment for flights operated under VFR and IFR by day and night All helicopters when operating in accordance with IFR, or when the helicopter cannot be maintained in a desired attitude without reference to one or more flight instruments, shall be equipped with: i) a means of indicating in on the flight crew compartment deck the outside air temperature; This text is considered to be more appropriate.

65 D All helicopters on flights over water Emergency equipment Helicopters operating in performance Class 1 or 2 and operating in accordance with the provisions of shall be equipped with: b) life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their ready use in emergency, provided with such life-saving equipment including means of sustaining life as is appropriate to the flight to be undertaken; and Recommendation. When two life rafts are fitted, each should be able to carry all occupants in the overload state. Note. The overload state is a design safety margin of 1.5 times the maximum capacity. c) when two life rafts are fitted, each shall be able to carry all occupants in the overload state; and c) d) equipment for making the pyrotechnical distress signals described in Annex 2. Note. The life raft overload state has a design safety margin of 1.5 times the maximum capacity. Revised text. The provision has been upgraded from a Recommendation to a Standard. When two life rafts are fitted, one may not deploy successfully because of the attitude of the helicopter in the water or for other reasons. Carrying two life rafts increases the likelihood that at least one raft will deploy properly following an uncontrolled ditching when structural damage to the aircraft occurs. Requiring each raft in a two-raft configuration to carry all occupants in an overload state is currently the normal practice in offshore operations and should be mandated to improve safety and survivability. 4.8 All helicopters on high altitude flights A helicopter intended to be operated at flight altitudes at which the atmospheric pressure is less than 376 hpa, or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hpa which cannot descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hpa, and for which the individual certificate of airworthiness was issued on or after 9 November 1998, shall be provided with automatically deployable oxygen equipment to satisfy the requirements of The total number of oxygen dispensing units shall exceed the number of passenger and cabin crew seats by at least 10 per cent.

66 D Recommendation. A helicopter intended to be operated at flight altitudes at which the atmospheric pressure is less than 376 hpa, or which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hpa which cannot descend safely within four minutes to a flight altitude at which the atmospheric pressure is equal to 620 hpa, and for which the individual certificate of airworthiness was issued before 9 November 1998, should be provided with automatically deployable oxygen equipment to satisfy the requirements of The total number of oxygen dispensing units should exceed the number of passenger and cabin crew seats by at least 10 per cent. The change is proposed to harmonize Annex 6, Part III with Part I (6.7.5 and 6.7.6). CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT Editorial note. Insert new paragraph 5.4 as follows: 5.4 Electronic navigation data management The operator shall not employ electronic navigation data products that have been processed for application in the air and on the ground unless the State of the Operator has approved the operator s procedures for ensuring that the process applied and the products delivered have met acceptable standards of integrity and that the products are compatible with the intended function of the equipment that will use them. The State of the Operator shall ensure that the operator continues to monitor both process and products. Note. Guidance relating to the processes that data suppliers may follow is contained in RTCA DO200A/EUROCAE ED-76 and RTCA DO-201A/EUROCAE ED The operator shall implement procedures that ensure the timely distribution and insertion of current and unaltered electronic navigation data to all aircraft that require it. End of new text The new text is proposed to harmonize Part III with Part I (7.4).

67 D-13 CHAPTER 7. HELICOPTER FLIGHT CREW 7.3 Flight crew member training programmes An The operator shall establish and maintain a ground and flight training programme, approved by the State of the Operator, which ensures that all flight crew members are adequately trained to perform their assigned duties. The training programme shall: f) shall include training in knowledge and skills related to the operational use of head-up display and/or enhanced vision systems for those helicopters so equipped; and g) be given on a recurrent basis, as determined by the State of the Operator and shall include an examination to determine assessment of competence. The proposed changes to sub-paragraphs f) and g) harmonize the text in Annex 6, Part III with that of Part I, e) and g), respectively. 7.4 Qualifications Pilot-in-command operational qualification An The operator shall not continue to utilize a pilot as a pilot-in-command on an operation in an area specified by the operator and approved by the State of the Operator unless, within the preceding 12 months, the pilot has made at least one representative flight as a pilot member of the flight crew, or as a check pilot, or as an observer on the flight deck. In the event that more than 12 months elapse in which a pilot has not made such a representative flight, prior to again serving as a pilot-incommand on that operation, that pilot must requalify in accordance with and The paragraph construct and intent of Annex 6 Part I, 9.4 has been harmonized commensurate to helicopter operations. This recognizes that helicopter pilots may need to demonstrate proficiency in skills which require multiple short flights and are representative of specific tasks, e.g. fire extinction, precision construction, etc Pilot proficiency checks An The operator shall ensure that piloting technique and the ability to execute emergency procedures is checked in such a way as to demonstrate the pilot s competence on each type or variant of a

68 D-14 type of helicopter. Where the operation may be conducted under IFR, an operator shall ensure that the pilot s competence to comply with such rules is demonstrated to either a check pilot of the operator or to a representative of the State of the Operator. Such checks shall be performed twice within any period of one year. Any two such checks which are similar and which occur within a period of four consecutive months shall not alone satisfy this requirement. Note 1. Flight simulation training devices approved by the State of the Operator may be used for those parts of the checks for which they are specifically approved. Note 2. See the Manual of Criteria for the Qualification of Flight Simulation Training Devices (Doc 9625). Insert new Note 2 text to harmonize with Annex 6, Part I, CHAPTER 10. CABIN CREW 10.1 Assignment of emergency duties An The operator shall establish, to the satisfaction of the State of the Operator, the minimum number of cabin crew required for each type of helicopter, based on seating capacity or the number of passengers carried, which shall not be less than the minimum number established during certification, in order to effect a safe and expeditious evacuation of the helicopter, and the necessary functions to be performed in an emergency or a situation requiring emergency evacuation. The operator shall assign these functions for each type of helicopter. Large helicopter AFMs normally specify when a cabin crew is required based on the number of passengers carried. This additional condition in the Part III Standard will help ensure that States are aware that a helicopter flight manual cabin crew requirement may exist and that it shall be observed. SECTION III INTERNATIONAL GENERAL AVIATION CHAPTER 2. FLIGHT OPERATIONS 2.6 Limitations imposed by weather conditions Flight in accordance with VFR A flight, except one of purely local character in visual meteorological conditions, to be conducted in accordance with VFR shall not be commenced unless available current meteorological reports, or a

69 D-15 combination of current reports and forecasts, indicate that the meteorological conditions along the route, or that part of the route to be flown under VFR, will, at the appropriate time, be such as to render enable compliance with these rules possible. This text is currently used in Annex 6, Part II ( ) for the same purpose and is considered to be more appropriate. 2.7 Alternate heliports For a flight to be conducted in accordance with IFR, at least one suitable alternate heliport or landing location shall be specified in the operational flight plan and the flight plan, unless: a) the weather conditions in prevail; or b) 1) the heliport or landing location of intended landing is isolated and no suitable alternate heliport or landing location is available; and 2.8 Fuel and oil requirements When no suitable alternate heliport or landing location is available (i.e. the heliport of intended landing is isolated and no suitable alternate is available), to fly to the heliport to which the flight is planned and thereafter for a period as specified by the State of the Operator. The suitability of an alternate heliport has been incorporated into the alternate heliport definition in Chapter 1. Removing it from the provisions eliminates the redundancy. CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS 4.2 Instruments and equipment for flights operated under VFR and IFR by day and night All helicopters, when operating in accordance with IFR, or when the helicopter cannot be maintained in a desired attitude without reference to one or more flight instruments, shall be:

70 D-16 a) equipped with: 8) a means of indicating in on the flight crew compartment deck the outside air temperature; This text is considered to be more appropriate. 4.7 Flight recorders Flight data recorders Operation All helicopters of a maximum certificated take-off mass of over kg kg for which the individual certificate of airworthiness is first issued on or after 1 January 2016 shall be equipped with a Type IVA FDR Recommendation. All helicopters of a maximum certificated take-off mass of over kg kg, up to and including kg, for which the individual certificate of airworthiness is first issued on or after 1 January 1989 should be equipped with a Type V FDR Operation Cockpit voice recorders Recommendation. All helicopters of a maximum certificated take-off mass of over kg kg for which the individual certificate of airworthiness is first issued on or after 1 January 1987 should be equipped with a CVR. For helicopters not equipped with an FDR, at least main rotor speed should be recorded on the CVR. The weight amount of kg and kg are used inconsistently in Annex 6, Part III as the metric conversion of lbs which is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using imperial units. The weight of kg is a more precise conversion. For consistency, therefore, all references to kg should be changed to kg.

71 D-17 CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT 5.1 Communication equipment Recommendation. The radio communication equipment required in accordance with to should provide for communication on the aeronautical emergency frequency MHz. The proposal harmonizes the text with Annex 6, Part II ( ). PROPOSAL REGARDING UPDATED PBN PROVISIONS SECTION II. INTERNATIONAL COMMERCIAL AIR TRANSPORT CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT 5.2 Navigation equipment A helicopter shall be provided with navigation equipment which will enable it to proceed: a) in accordance with the its operational flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under VFR is accomplished by visual reference to landmarks For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, a helicopter shall, in addition to the requirements specified in 5.2.1: a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and b) be authorized by the State of the Operator for such operations. have information relevant to the helicopter navigation specification capabilities listed in the flight manual or other helicopter documentation approved by the State of the Design or State of Registry; and c) have information relevant to the helicopter navigation specification capabilities included in the

72 D-18 MEL. Note. Information on performance-based navigation, and guidance concerning the implementation and operational approval process, are Guidance on helicopter documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive list of references to other documents produced by States and international bodies concerning navigation systems The State of the Operator shall, for operations where a navigation specification for PBN has been prescribed, ensure that the operator has established and documented: a) normal and abnormal procedures including contingency procedures; b) flight crew qualification and proficiency requirements in accordance with the appropriate navigation specifications; c) a training programme for relevant personnel consistent with the intended operations; and d) appropriate maintenance procedures to ensure continued airworthiness in accordance with appropriate navigation specifications. Note 1. Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Note 2. Electronic navigation data management is an integral part of normal and abnormal procedures The State of the Operator shall issue a specific approval for complex navigation specifications. Note. Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Editorial note. Renumber subsequent paragraphs accordingly. SECTION III. INTERNATIONAL GENERAL AVIATION CHAPTER 1. GENERAL 1.4 Specific approvals The pilot-in-command shall not conduct operations for which a specific approval is required unless such approval has been issued by the State of Registry. Specific approvals shall follow the layout and contain at least the information listed in Appendix XX.

73 D-19 CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS 4.1 All helicopters on all flights Equipment A helicopter shall be equipped with or carry on board: d) the following manuals, charts and information: 1) the flight manual or other documents or information concerning any operating limitations prescribed for the helicopter by the certificating authority of the State of Registry, required for the application of Chapter 3; 2) any specific approval issued by the State of Registry, if applicable, for the operation(s) to be conducted; 2 3) current and suitable charts for the route of the proposed flight and all routes along which it is reasonable to expect that the flight may be diverted; 3 4) procedures, as prescribed in Annex 2, for pilots-in-command of intercepted aircraft; and 4 5) a list of visual signals for use by intercepting and intercepted aircraft, as contained in Annex 2; and 6) the journey log book for the helicopter; and CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT 5.2 Navigation equipment For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, a helicopter shall, in addition to the requirements specified in 5.2.1: a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and b) be authorized by the State of the Operator for such operations. have information relevant to the helicopter navigation specification capabilities listed in the flight manual or other helicopter documentation approved by the State of the Design or State of Registry; and c) where the helicopter is operated in accordance with a MEL, have information relevant to the

74 D-20 helicopter navigation specification capabilities included in the MEL. Note. Information on performance-based navigation and associated procedures, and guidance concerning the implementation and operational approval process, are Guidance on helicopter documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive list of references to other documents produced by States and international bodies concerning navigation systems The State of Registry shall establish criteria for operations where a navigation specification for PBN has been prescribed In establishing criteria for operations where a navigation specification for PBN has been prescribed, the State of Registry shall require that the operator/owner establish: a) normal and abnormal procedures including contingency procedures; b) flight crew qualification and proficiency requirements in accordance with the appropriate navigation specifications; c) training for relevant personnel consistent with the intended operations; and d) appropriate maintenance procedures to ensure continued airworthiness in accordance with the appropriate navigation specifications. Note 1. Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Note 2. Electronic navigation data management is an integral part of normal and abnormal procedures The State of Registry shall issue a specific approval for complex navigation specifications. Note. Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Editorial note. Renumber subsequent paragraphs accordingly.

75 D-21 APPENDIX 3. AIR OPERATOR CERTIFICATE (AOC) (Note. See Section II, Chapter 2, and ) 3. Operations specifications for each aircraft model OPERATIONS SPECIFICATIONS (subject to the approved conditions in the operations manual) SPECIAL AUTHORIZATIONS SPECIFIC APPROVAL YES NO SPECIFIC APPROVALS 9 DESCRIPTION 9 REMARKS Navigation Complex navigation specifications for PBN operations 13 Notes. 13. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification authorization approval (e.g. RNAV 10, RNAV 1, RNP 4 RNP AR APCH), with appropriate limitations or conditions listed in the Specific Approvals Description and/or Remarks columns column. 14. Limitations, conditions and regulatory basis for operational approval associated with the performance-based navigation specifications (e.g. GNSS, DME/DME/IRU). Information on performance-based navigation, and guidance concerning the implementation and operational approval process, are contained in the Performance-based Navigation (PBN) Manual (Doc 9613). Editorial note. Renumber subsequent notes accordingly.

76 D-22 Editorial note. Insert new Appendix xx as follows: APPENDIX XX. GENERAL AVIATION SPECIFIC APPROVALS (Note. See Section III, Chapter 1, 1.4) 1. Purpose and scope 1.1 Specific approvals shall have a standardized format which contains the minimum information required in the specific approval template. Note. When the operations to be conducted require a specific approval, a copy of the document(s) needs to be carried on board (see ). 2. Specific approval template SPECIFIC APPROVAL Issuing Authority 1 Address ISSUING AUTHORITY and CONTACT DETAILS 1 Signature: Date 2 : Telephone: Fax: OWNER/OPERATOR Name 3 : Address: Telephone: Fax: Aircraft model 4 and registration marks: SPECIFIC APPROVAL YES NO DESCRIPTION 5 REMARKS Low visibility operations Approach and landing CAT 6 : RVR: m DH: ft Take-off RVR 7 : m Operational credit(s) 8 RVSM Complex navigation specifications for PBN operations 9 Other 11

77 D-23 Notes. 1. Civil aviation authority name and contact details, including the telephone country code and if available. 2. Issuance date of the specific approval (dd-mm-yyyy) and signature of the authority representative. 3. Owner or operator s name and address. 4. Insert the helicopter make, model and series, or master series, if a series has been designated The CAST/ICAO taxonomy is available at: 5. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria). 6. Insert the applicable precision approach category (CAT II, IIIA, IIIB or IIIC). Insert the minimum RVR in metres and decision height in feet. One line is used per listed approach category. 7. Insert the approved minimum take-off RVR in metres. One line per approval may be used if different approvals are granted. 8. List the airborne capabilities (i.e. automatic landing, HUD, EVS, SVS, CVS) and associated operational credit(s) granted. 9. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification approval (e.g. RNP AR APCH), with appropriate limitations listed in the Description column. 10. Other specific approvals or data can be entered here, using one line (or one multi-line block) per approval (e.g. Specific approach operations approval, MNPS). Editorial note. End of new text and renumber subsequent appendices accordingly. The proposed amendment to Annex 6, Part III addresses both international commercial air transport and international general aviation helicopter operations. In Section II, international commercial air transport, it address a means to approve PBN operations, aligned with the current PBN framework, in the same manner that other provisions are approved in Annex 6 (i.e. by including them in the operations manual which is approved by the State of the Operator). It also introduces the notion of complex PBN operations. These operations would require a specific approval (i.e. the approval would have to be included in the OPSPECS for commercial air transport). Furthermore, a proposal to amend the columns in the OPSPEC table are a result of the FLTOPSP work on clarification of those ICAO SARPs which are required to be included in the template in line with the purpose and scope statements of Appendix 3 to Annex 6, Part III. In Section III, international general aviation (GA), it address a means, aligned with the current PBN framework, for States to establish PBN operation criteria. It also introduces the notion of complex PBN operations. These operations would require a specific approval, however currently specific approvals are not addressed for GA. This amendment proposal includes a framework in the form of a template, similar to the commercial air transport operations specifications (OPSPECS) template that would standardize specific approvals (letters of authorization) for GA. The proposed specific approval template would not be exclusively for PBN, it would also support other GA provisions that require a specific approval.

78 D-24 Finally, the Performance-Based Navigation (PBN) Operational Approval Manual (Doc 9997) is being updated to provide guidance on what should be considered a complex PBN operation. PROPOSAL REGARDING ADJUSTMENTS TO ENHANCED VISION SYSTEMS SECTION III INTERNATIONAL GENERAL AVIATION CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS 4.11 Helicopters equipped with automatic landing systems, a head-up display (HUD) or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS) and/or combined vision systems (CVS) In approving the operational establishing operational criteria for the use of automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure require that: a) the equipment meets the appropriate airworthiness certification requirements; b) the operator/owner has carried out a safety risk assessment of associated with the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS; c) the operator/owner has established and documented the requirements procedures for the use of, and training requirements for, automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Note 1. Guidance on safety risk assessments is contained in the Safety Management Manual (SMM) (Doc 9859). Note 2. Guidance on establishing operational approvals criteria is contained in Attachment I. The amendments to 4.11 are required for consistency within the paragraph and to meet the original intent of Amendment 19 to Annex 6, Part III. It is also consistent with the language used for the EFB SARPs which were introduced with Amendment 19.

79 D-25 ATTACHMENT I. AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD), EQUIVALENT DISPLAYS AND VISION SYSTEMS. Supplementary to Section II, Chapter 2, , and Chapter 4, 4.16, Section III, Chapter 2, , and Chapter 4, 4.11 Introduction The material in this attachment provides guidance for certified automatic landing systems, HUD, equivalent displays and vision systems intended for operational use in aircraft helicopters engaged in international air navigation. A HUD, vision These systems and hybrid systems may be installed and operated to reduce workload, improve guidance, enhance reduce flight technical error and enhance situational awareness and/or obtain an operational credit by establishing minima below the heliport or landing location operating minima, for approach ban purposes, or reducing the visibility requirements or requiring fewer ground facilities as compensated for by airborne capabilities credits. Automatic- landing systems, HUD, equivalent displays and vision systems may be installed separately or together as part of a hybrid system. Any operational credit to be obtained fromfor their use by commercial air transport operators requires a specific approval from the State of the Operator. In the case of general aviation, to which this guidance is also applicable, approvals are granted by, and the State of Registry for general aviation operators. Note 1. Vision systems is a generic term referring to the existing systems designed to provide images, i.e. enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS). Note 2. Automatic landing system-helicopter is an automatic approach using airborne systems which provide automatic control of the flight path, to a point aligned with the landing surface, from which the pilot can transition to a safe landing by means of natural vision without the use of automatic control. Note 3. Operational credit can be granted only within the limits of the design airworthiness approval. Note 3 4. Currently, operational credit has been given only to vision systems containing an image sensor providing a real-time image of the actual external scene on the a HUD. Note 5. More detailed information and guidance on automatic landing systems, HUD, equivalent displays and vision systems is contained in the Manual of All-Weather Operations (Doc 9365.) This manual should be consulted in conjunction with this Attachment HUD and equivalent displays 1.1 General A HUD presents flight information into the pilot s forward external field of view without significantly restricting that external view.

80 D A variety of flight Flight information may should be presented on a the HUD depending on or an equivalent display, as required for the intended flight operation, flight conditions, systems capabilities and operational approval. A HUD may include, but is not limited to, the following:use. a) airspeed; b) altitude; c) heading; d) vertical speed; e) angle of attack; f) flight path or velocity vector; g) attitude with bank and pitch references; h) course and glide path with deviation indications; i) status indications (e.g. navigation sensor, autopilot, flight director); and j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning). 1.2 Operational applications Flight operations with a HUD can improve situational awareness by combining flight information located on head-down displays with the external view to provide pilots with more immediate awareness of relevant flight parameters and situation information while they continuously view the external scene. This improved situational awareness can also reduce errors in flight operations and improve the pilot s ability to transition between instrument and visual references as meteorological conditions change. Flight operations applications may include the following: a) enhanced situational awareness during all flight operations, but especially during taxi, take-off, approach and landing; b) reduced flight technical error during take-off, approach and landing; and c) improvements in performance due to precise prediction of touchdown area and rapid recognition of and recovery from unusual attitudes A HUD may be used for the following purposes: a) to supplement conventional flight deck instrumentation in the performance of a particular task or operation. The primary cockpit instruments remain the primary means for manually controlling or manoeuvring the aircraft; and b) as a primary flight display; 1) information presented by the HUD may be used by the pilot in lieu of scanning head-down displays. Operational approval of a HUD for such use allows the pilot to control the aircraft by reference to the HUD for approved ground or flight operations; and

81 D-27 2) information presented by the HUD may be used as a means to achieve additional navigation or control performance. The required information is displayed on the HUD. Operational credit, in the form of lower minima, for a HUD used for this purpose may be approved for a particular aircraft or automatic flight control system. Additional credit may also be allowed when conducting HUD operations in situations where automated systems are otherwise used A HUD may be used to supplement conventional flight deck instrumentation or as a primary flight display if certified for this purpose A An approved HUD, as a stand-alone system, may: a) qualify for operations with reduced visibility or reduced RVR; or b) replace some parts of the ground facilities such as touchdown zone and/or centre line lights. Examples and references to publications in this regard can be found in the Manual of All-Weather Operations (Doc 9365) A HUD or equivalent display. is one that has at least the following characteristics: it has a head-up presentation not requiring transition of visual attention from head down to head up; it displays sensor-derived imagery conformal to the pilot s external view; it permits simultaneous view of the EVS sensor imagery, required aircraft flight symbology, and the external view; and its display characteristics and dynamics are suitable for manual control of the aircraft. The functions of a HUD may be provided by a suitable equivalent display. However, before such systems can be used, the appropriate airworthiness and operational approvals approval should be obtained. 1.3 HUD training Training and recent experience requirements for operations using HUD or equivalent displays should, for commercial operators, be established, monitored and approved by the State of the Operator or the State of Registry and for general aviation. Training requirements should include requirements for recent experience if the operators by the State of Registry. For commercial air transport operations, the training programmes should be approved by the State determines that these requirements are significantly different than the current requirements for the use of conventional head-down instrumentation HUD of the Operator and the implementation of the training should be subject to oversight by that State. The training should address all flight operations for which the HUD is designed and operationally approved. Some training elements may require adjustments based on whether the helicopter has a single or dual HUD installation. Training should include contingency procedures required in the event of head-up display degradation or failure. HUD training should include the following elements as applicable to the intended use:or the equivalent display is used. a) an understanding of the HUD, its flight path, energy management concepts and symbology. This should include operations during critical flight events (e.g. ACAS traffic advisory/resolution advisory, upset and wind shear recovery, engine or system failure); b) HUD limitations and normal procedures, including maintenance and operational checks performed to ensure normal system function prior to use. These checks include pilot seat adjustment to attain and maintain appropriate viewing angles and verification of HUD operating modes; c) HUD use during low visibility operations, including taxi, take-off, instrument approach and landing in both day and night conditions. This training should include the transition from head-

82 D-28 down to head-up and head-up to head-down operations; d) failure modes of the HUD and the impact of the failure modes or limitations on crew performance; e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the pilot equipped with a HUD; f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other pilot; g) consideration of the potential for loss of situational awareness due to tunnel vision (also known as cognitive tunnelling or attention tunnelling); h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a HUD; and i) HUD airworthiness requirements. 2. Vision systems 2.1 General Vision systems can display electronic real-time images of the actual external scene achieved through the use of image sensors, (EVS) i.e. EVS, or display synthetic images, which are derived from the on-board avionic systems (SVS), i.e. SVS. Vision systems can also consist of a combination of these two systems or, called combined vision systems (CVS), i.e. CVS. Such a system may display electronic real-time images of the external scene using the EVS component of the system. However, the merging of EVS and SVS into a CVS is dependent on the intended function (e.g. whether or not there is intent to achieve operational credit). The information from vision systems may be displayed head-up and/or head-down. Operational credit, which may be granted to vision systems, is currently only applicable when real-time image information is displayed head-up The information from vision systems may be displayed on a head-up or head-down display. When enhanced vision imagery is displayed on a HUD, it should be presented to the pilot s forward external field of view without significantly restricting that external view The enhanced position fixing and guidance provided by SVS may provide additional safety for all phases of flight especially low visibility taxi, take-off, approach and landing operations Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to the fact that LED lights are not incandescent, and they do not have a significant heat signature. Operators of such vision systems will need to acquire information about the LED implementation programmes at heliports or landing location where they operate. aerodromes where they intend to operate. More details about the consequences of LED lights are contained in the Manual of All-Weather Operations (Doc 9365). 2.2 Operational applications

83 D Flight operations with enhanced vision image sensors EVS allow the pilot to view an image of the external scene obscured by darkness or other visibility restrictions. When the external scene is partially obscured, enhanced vision imaging may The use of EVS will also allow the pilot to acquire acquisition of an image of the external scene earlier than with natural or, unaided vision, hence providing for a smoother transition to references by natural vision. The improved acquisition of an image of the external scene may improve situational awareness. It may also qualify for operational credit if the information from the vision system is presented to the pilots in a suitable way and the necessary airworthiness approval and specific approval by the State of the Operator or State of Registry have been obtained for the combined system Vision system imagery may also allow enable pilots to detect other aircraft on the ground, terrain or obstructions on the runway or adjacent to runways or taxiways. A vision system image can also provide visual cues to enable earlier runway alignment and a more stabilized approach The combined display of aircraft performance, guidance and imagery may allow the pilot to maintain a more stabilized approach and smoothly transition from enhanced visual references to natural visual references. 2.3 Vision systems training Training requirements should be established, monitored and approved by the State of the Operator. Training requirements should include recency of experience requirements if the State of the Operator determines that these requirements are significantly different than the current requirements for the use of a HUD without enhanced vision imagery or conventional head-down instrumentation Training should address all flight operations for which the vision system is approved. This training should include contingency procedures required in the event of system degradation or failure. Training for situational awareness should not interfere with other required operations. Training for operational credit should also require training on the applicable HUD used to present the enhanced visual imagery. Training should include the following elements as applicable: a) an understanding of the system characteristics and operational constraints; b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant versus thermal energy and resulting images); c) operational constraints, normal procedures, controls, modes and system adjustments; d) limitations; e) airworthiness requirements; f) vision system display during low visibility operations, including taxi, take-off, instrument approach and landing; system use for instrument approach procedures in both day and night conditions; g) failure modes and the impact of failure modes or limitations upon crew performance, in particular, for two-pilot operations; h) crew coordination and monitoring procedures and pilot call-out responsibilities; i) transition from enhanced imagery to visual conditions during runway visual acquisition; j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area;

84 D-30 k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the vision system; and l) effects of heliport or landing location lighting using LED lights Operational concepts Instrument approach operations that involve the use of vision systems include the an instrument phase and the a visual phase. The instrument phase ends at the published MDA/H or DA/H unless a missed approach is initiated. Using the EVS or CVS does not change the applicable MDA/H or DA/H. The continued approach to landing from MDA/H or DA/H will be conducted using visual references. The This also applies to operations with vision systems. The difference is that the visual references will be acquired by use of an EVS or CVS, natural vision or a the vision system in combination of the two with natural vision Down to a defined height in the visual segment, typically at or below 30 m (100 ft), the visual references will may be acquired solely by means of the vision system. The defined height depends on the airworthiness approval and the specific approval by the State of the Operator or State of Registry. Below this height the visual references should be solely based on natural vision. In the most advanced applications, the vision system is expected to be able to may be used down to touchdown without the requirement for natural vision acquisition of visual references. Using the EVS or CVS does not change the classification of an instrument approach procedure, since the published DA/H remains unchanged and manoeuvring below DA/H is conducted by visual references acquired by means of the EVS or CVS This means that such a vision system may be the sole means of acquiring visual references and can be used without natural vision In addition to the operational credit that EVS/CVS is able to provide, these systems may also provide an operational and safety advantage through improved situational awareness, earlier acquisition of visual references and smoother transition to references by natural vision. These advantages are more pronounced for Type A approach operations than for Type B approach operations. 2.4 Vision systems training Training and recent experience requirements should be established by the State of the Operator for commercial operators and the State of Registry for general aviation operators. For commercial operators the training programmes should be approved by the State of the Operator and the implementation of the training should be subject to oversight by that State. Training should address all flight operations for which the vision system is used. 2.5 Visual references The In principle the required visual references do not change due to the use of an EVS or CVS, but those references are allowed to be acquired by means of either the vision system until a certain height during the approach (see Figure I-1). as described in paragraph In regions States that have developed requirements for operations with vision systems, the use of visual references have been regulated and examples of this are indicated in Table I-1 provided in the Manual of All-Weather Operations (Doc 9365).

85 D Hybrid systems 3.1 A hybrid system generically means that two or more systems are combined. The hybrid system typically has improved performance compared to each of the component systems, which in turn may qualify for operational credit. Vision systems are normally part The inclusion of a hybrid system, e.g. EVS is typically combined with a HUD. Including more components systems in the hybrid system normally enhances the performance of the system. The Manual of All-Weather Operations (Doc 9365) contains some examples of hybrid systems. 3.2 Table I-2 provides some examples of hybrid system components. Any combination of the listed systems may constitute a hybrid system. The degree of operational credit that may be given to a hybrid system depends on its performance (accuracy, integrity and availability) as assessed and determined by the certification and operational approval processes. EVS operations Editorial note. Move Figure I-1 under new paragraph Visual segment = visual manoeuvring Instrument segment References by natural vision References by HUD and EVS MDA/H, DA/H H above THR (H = 30 m (100 ft) or 60 m (200 ft)) Figure I-1. EVS operations transition from instrument to visual references