International Civil Aviation Organization -WP/10 17/10/14 WORKING PAPER FLIGHT OPERATIONS PANEL (FLTOPSP) FIRST MEETING Montréal, 27 to 31 October 2014 Agenda Item 4: Active work programme items 4.1: Harmonization of applicability, terms and language across Annex 6 Parts I, II and III REVIEW OF ANNEX 6 PARTS I & II PROVISIONS FOR HARMONIZATION (Prepared by the HSG and the Secretariat) SUMMARY Job-card OPSP006 assigned to the FLTOPSP the task of reviewing Annex 6, Part III and comparing it to the relevant provisions in Annex 6, Parts I and II to identify instances where applicability, terms and language may need to be harmonized. The FLTOPSP in turn assigned the task to the GASG and the HSG. State letter 46 included most of the proposed amendments to Parts I and II. This WP contains the recommended amendments to Annex 6, Part III with some additional amendments to Parts I and II. Action by the FLTOPSP is in paragraph 4. (3 pages) FLTOPSP.1 WP.10 Harmonization and alignment of Annex 6.docx
-WP/10-2 - 1. INTRODUCTION 2. It is stated in Job-card OPSP006 that several editorial amendments have resulted in Recommendations superseded by Standards and embedded applicability dates have become outdated. Although it was common practice, especially in regard to aircraft equipage, which was of assistance to some States in meeting SARPs compliance, that such dates should be retained until the next appropriate amendment and useful to maintain the integrity of the Annex amendment process, they could/should be removed at some point in time. In addition, several terms are expressed in different ways (for example: equipped and installed) and can cause confusion in interpretation and compliance. Furthermore, editorial errors were introduced in the transition from Edition 6 to 7 of Annex 6, Part II. At OPSP/WGWHL/14 the task specified in Job Card OPSP006 was assigned to the GASG and the HSG who were asked to conduct a comprehensive review of Annex 6, Parts II and III and compare it to the relevant provisions in Annex 6, Part I. 3. DISCUSSION 3.1 Because there were parallel tasks to review Annex 6, Part III the Secretariat concluded it would be more practical to compare the relevant provisions of Annex 6, Parts II and III to Part I, and developed a set of matrices accordingly based on the Ninth Edition of Annex 6, Part I, Amendment 36, the Seventh Edition of Annex 6 Part II, Amendment 31 and the Seventh Edition of Annex 6, Part III, Amendment 17. The HSG then reviewed the Parts I and III matrix, identified where differences were intentional and where they were unintentional. They then, in the case of the unintentional differences, developed recommended courses of action to resolve the differences. The complete comparison is contained in -IP/2 and the summary of the recommended actions is contained in Appendices A thru C to this WP. Furthermore, the Secretariat compared the HSG work with subsequent amendments to Part III to ensure consistency. As a result of the Part III review, other provisions in Parts I and II were identified for harmonization and alignment. Appendices A thru C to this WP contain the proposed amendments for Annex 6, Parts I to III respectively. 3.2 In addition to the above, coordination was conducted with the Editorial Unit (EDL) of ICAO to address the best way to change the instances of an operator to the operator. The feedback received is that the indefinite article "a/an" is used before general, non-specific nouns or to indicate membership in a group. It should be used in instances when referring to operators in general and not to a specific operator. "The" is generally used before singular or plural nouns that are specific or particular. The definition of the The State of the Operator when referencing operators is 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. 3.3 Based in the aforementioned, the recommendation 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. The proposed modification to the Operator definition would be as follows: Operator. An The person, organization or enterprise engaged in or offering to engage in an aircraft operation.
- 3 - -WP/10 4. ACTION BY THE FLTOPSP 4.1 The FLTOPSP is invited to: a) note the information in this WP; b) review the proposed amendment to harmonization and alignment of provisions for Annex 6, Parts I, II and III contained in Attachments A, B and C respectively, to this WP; and c) review the proposal to replace an operator with the operator described in paragraph 3.2 of this working paper; and d) agree to propose an amendment to Annex 6, Parts I, II and III based on the Panel review as described in b) and c) above and as amended by the meeting.
-WP/10 Appendix A APPENDIX A PROPOSED AMENDMENT TO ANNEX 6, PART I RELATING TO HARMONIZATION OF TERMS AND DEFINITIONS 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
-WP/10 Appendix A A-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 INITIAL PROPOSAL A-1 CHAPTER 4. FLIGHT OPERATIONS 4.2 Operational certification and supervision 4.2.12 Passengers 4.2.12.3 The operator shall ensure that In in an emergency during flight, passengers shall be instructed in such emergency action as may be appropriate to the circumstances. This is text used in Annex 6, Part II (3.4.2.9.3) for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-2 4.3.5 Meteorological conditions 4.3.5.1 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
A-3 -WP/10 Appendix A 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. INITIAL PROPOSAL A-3 7.2 Navigation equipment 7.2.1 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) INITIAL PROPOSAL A-4 3. Extended diversion time operations (EDTO) requirements 3.2 EDTO for aeroplanes with more than two turbine engines
-WP/10 Appendix A A-4 3.2.5 EDTO significant systems 3.2.5.2 Consideration of time limitations 3.2.5.2.3 Not applicable. Considerations for the maximum diversion time subject to cargo fire suppression time limitations are considered part of the most limiting EDTO significant time limitations in 3.3.5.2.2. 3.2.9 Airworthiness certification requirements for extended diversion time operations beyond the threshold time 3.2.9.1 Not applicable. There are no additional EDTO airworthiness certification requirements for aeroplanes with more than two engines. 3.2.11 Airworthiness modifications and maintenance programme requirements 3.2.11.1 Not applicable. There are no additional EDTO airworthiness or maintenance requirements for aeroplanes with more than two engines. Remove Not applicable and leaving the remainder of text as standalone to explain the applicability of the provision.
-WP/10 Appendix B APPENDIX B PROPOSED AMENDMENT TO ANNEX 6, PART II RELATING TO HARMONIZATION OF TERMS AND DEFINITIONS 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
-WP/10 Appendix B 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 II INTERNATIONAL GENERAL AVIATION AEROPLANES SECTION II GENERAL AVIATION OPERATIONS INITIAL PROPOSAL A-1 CHAPTER 2.2 FLIGHT OPERATIONS 2.2.3.4 Meteorological conditions 2.2.3.4.1 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. 2.2.3.6 Fuel and oil requirements 2.2.3.6.1 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 VFR by day, 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 VFR by night, flight to the aerodrome of intended landing and thereafter have a final reserve fuel for at least 45 minutes at normal cruising altitude.
B-3 -WP/10 Appendix B VFR is a term included in Abbreviations And Symbols. INITIAL PROPOSAL A-2 CHAPTER 2.5 AEROPLANE COMMUNICATION AND NAVIGATION EQUIPMENT 2.5.1 Communication equipment 2.2.3.4 Meteorological conditions 2.5.1.3 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. 2.5.2 Navigation equipment 2.5.2.1 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.
-WP/10 Appendix C APPENDIX C PROPOSED AMENDMENT TO ANNEX 6, PART III RELATING TO HARMONIZATION OF TERMS AND DEFINITIONS 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
-WP/10 Appendix C 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 III INTERNATIONAL COMMERCIAL AIR TRANSPORT HELICOPTERS SECTION II INTERNATIONAL COMMERCIAL AIR TRANSPORT INITIAL PROPOSAL A-1 CHAPTER 1. GENERAL 1.1 Compliance with laws, regulations and procedures 1.1.1 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. 1.1.2 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. This is text used in Annex 6, Part I (3.1.1 and 3.1.2) for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-2
C-3 -WP/10 Appendix C 1.1.3 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. 1.1.8 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. re-number subsequent paragraphs accordingly. Move the text in order to harmonize with Annex 6, Part I (3.1.8) INITIAL PROPOSAL A-3 CHAPTER 2. FLIGHT OPERATIONS 2.2 Operational certification and supervision 2.2.1 The air operator certificate 2.2.1.5 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: 2.2.1.6 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 therefore no longer needed.
-WP/10 Appendix C C-4 INITIAL PROPOSAL A-4 2.2.3 Operations manual 2.2.3.1 An The operator shall provide, for the use and guidance of operations personnel concerned, an operations manual constructed using the guidance contained in Attachment G. 2.2.3.2 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. 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, 7.3.1, and 10.3 and 11.2.1. This is text used in Annex 6, Part I (4.2.3) for the same purpose and is considered to be more appropriate and a reference has been updated on the note. INITIAL PROPOSAL A-5 2.2.6 Checklists The checklists provided in accordance with 4.1.4 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 aircraft flight manual or other documents associated with the certificate of airworthiness and otherwise in the operations manual. Aircraft Flight Manual is considered more appropriate, as aircraft implies all categories of aircraft (aeroplanes, helicopters, balloons, sailplanes, airships, tilt-rotor, and RPAS)
C-5 -WP/10 Appendix C INITIAL PROPOSAL A-6 2.2.8 Heliport operating minima (operations under IFR) This is text used in Annex 6, Part I 4.2.8 for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-7 2.2.11 Passengers 2.2.11.3 The operator shall ensure that I in an emergency during flight, passengers shall be instructed in such emergency action as may be appropriate to the circumstances. This is text used in Annex 6, Part II (3.4.2.9.3) for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-8 2.3 Flight preparation 2.3.1 A flight, or series of flights, shall not be commenced until flight preparation forms have been completed certifying that the pilot-in-command is satisfied that:
-WP/10 Appendix C C-6 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. INITIAL PROPOSAL A-9 2.3.3 Operational flight planning 2.3.3.1 An operational flight plan shall be completed for every intended flight or series of flights, and approved by the pilot-in-command, and shall be lodged with the appropriate authority. The operator shall determine the most efficient means of lodging the operational flight plan. The operational flight plan shall be approved and signed by the pilot-in-command and, where applicable, signed by the flight operations officer/flight dispatcher, and a copy shall be filed with the operator or a designated agent, or, if these procedures are not possible, it shall be left with the aerodrome authority or on record in a suitable place at the point of departure. This is text used in Annex 6, Part I (4.3.3.1) for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-10 2.3.4 Alternate heliports 2.3.4.2 Destination alternate heliport
C-7 -WP/10 Appendix C 2.3.4.2.1 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. 2.3.4.3 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; 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; d) to the extent possible, deck availability shall be guaranteed; and e) weather information must be reliable and accurate. Note The landing technique specified in the flight manual following control system failure may preclude the nomination of certain helidecks as alternate heliports. Note 2. Recommendation. Having regard to information on current and forecast use of the offshore alternate heliport and on conditions prevailing, the availability of the offshore alternate heliport should be guaranteed by the duty holder (the rig operator in the case of fixed installations and the owner in the case of mobiles) until the landing at the destination, or the offshore alternate heliport, has been achieved or until offshore shuttling has been completed. 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. 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. And make pluralisation consistent. Add Recommendation after Note 1 to emphasise that the entities responsible for the nominated offshore alternate heliport have a duty to ensure that the heliport remains available for landing until the flight operation has been completed.
-WP/10 Appendix C C-8 INITIAL PROPOSAL A-11 2.3.4.4 Recommendation. Offshore alternates should shall not be used when it is possible to carry enough fuel to have an onshore alternate. Offshore alternates should not be used in a hostile environment. Offshore alternate heliports are currently and routinely used by helicopter operators to serve offshore installation in a variety of environments, including ones deemed to be hostile. Access to offshore alternates is needed in particular when installations are located a long distance from shore. These locations are often located in hostile environments. In recognition of the higher risks associated with the use of offshore alternate heliports, revisions to para. 2.3.4.3 above and the change from should to shall in para. 2.3.4.4 help ensure that they will only be nominated by the operator and/or pilot when no other alternative is available, and every effort is made to guarantee their suitability and availability for the completion of a safe operation. INITIAL PROPOSAL A-12 2.3.5 Weather Meteorological conditions 2.3.5.1 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 is text used in Annex 6, Part I (4.3.5) for the same purpose and is considered to be more appropriate.
C-9 -WP/10 Appendix C INITIAL PROPOSAL A-13 2.3.5.2 A flight to be conducted in accordance with IFR shall not be commenced unless the information is available which indicates that conditions at the heliport 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. 2.3.5.3 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 aerodrome, 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 aerodrome operating minima. Note. Guidance on the selection of these incremental values is contained in the Flight Planning and Fuel Management Manual (Doc 9976). Editorial note. re-number subsequent paragraphs accordingly. Paragraph inserted to harmonize with Annex 6, Part I (4.3.5.3). The note would no longer be needed. INITIAL PROPOSAL A-14 2.3.6 Fuel and oil requirements 2.3.6.3.3 When no suitable alternate is available, in terms of 2.3.4.2.1 (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.
-WP/10 Appendix C C-10 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. INITIAL PROPOSAL A-15 2.3.7 Refuelling with passengers on board or rotors turning Recommendation. A helicopter should not be refuelled when passengers are embarking, on board, disembarking or when the rotor is turning unless the operator is granted specific authorization by the State of the Operator setting forth the conditions under which such fuelling may be carried out. 2.3.7.1 An helicopter shall not be refuelled, rotors stopped or turning, when passengers are embarking, on board or disembarking unless it is properly attended by qualified personnel ready to initiate and direct an evacuation of the helicopter by the most practical and expeditious means available. The State of the Operator shall require that the operator establish procedures and specific conditions under which such fuelling may be carried out. 2.3.7.2 Recommendation - Operational procedures should specify that at least the following precautions are taken: (1) door(s) on the refuelling side of the helicopter remain closed; (2) door(s) on the non-refuelling side of the helicopter remain open, weather permitting; (3) fire-fighting facilities of the appropriate scale be positioned so as to be immediately available in the event of a fire; (4) sufficient personnel be immediately available to move passengers clear of the helicopter in the event of a fire; (5) sufficient qualified personnel be on board and be prepared for an immediate emergency evacuation; (6) if the presence of fuel vapour is detected inside the helicopter, or any other hazard arises during refuelling/defueling, fuelling should be stopped immediately; (7) the ground area beneath the exits intended for emergency evacuation are kept clear; and (8) provisions are made for a safe and rapid evacuation.
C-11 -WP/10 Appendix C 2.3.7.3 A helicopter shall not be refuelled/defueled with aviation gasoline (Avgas) or wide-cut, naphtha-type fuel or a mixture of these types of fuel, when passengers are on board. Note.1 A naphtha-type or wide cut fuel is similar to gasoline in volatility. An example of a naphthatype or wide cut fuel is Jet B. Note 1 2. Provisions concerning aircraft refuelling are contained in Annex 14, Volume I, and guidance on safe refuelling practices is contained in the Airport Services Manual (Doc 9137), Parts 1 and 8. Note 2 3. Additional precautions are required when refuelling with fuels other than aviation kerosene or when refuelling results in a mixture of aviation kerosene with other aviation turbine fuels, or when an open line is used. 2.3.7.4 When refuelling with passengers on board two-way communication shall be maintained by the helicopter s inter-communication system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the helicopter. Delete or rotors turning to harmonize with Annex 6, Part I (4.3.8) and delete Recommendation and insert new text This recommendation has been upgraded to a standard to ensure that States make provision for refuelling with passengers embarking, aboard, or disembarking a helicopter. This is a current and routine practice for international helicopter transport operations since it helps facilitate the safe, completion of a series of flights and turn-arounds, especially at offshore installations where shutting down the engines and/or stopping the rotor is not practical, or, under some environmental conditions, unsafe. A recommendation listing refuelling safe practices has been added to help States prescribe and/or evaluate operator procedures. A new note is inserted to explain naphtha-type, and renumber the notes. INITIAL PROPOSAL A-16 2.4 In-flight procedures 2.4.1.1 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 2.2.8.1.
-WP/10 Appendix C C-12 Harmonize with Annex 6, Part I (4.4.1.1) INITIAL PROPOSAL A-17 2.7 Alternate heliports 2.7.1 For a flight to be conducted in accordance with IFR, at least one suitable alternate shall be specified in the operational flight plan and the flight plan, unless: a) the weather conditions in 2.6.2.2 prevail; or b) 1) the heliport of intended landing is isolated and no suitable alternate is available; and 2.8 Fuel and oil requirements 2.8.3.3 When no suitable alternate 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. INITIAL PROPOSAL A-18
C-13 -WP/10 Appendix C CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT, AND FLIGHT DOCUMENTS 4.1 General 4.3 Flight recorders 4.3.1 Flight data recorders and aircraft data recording systems 4.3.1.2 Operation 4.3.1.2.1 All helicopters of a maximum certificated take-off mass of over 3 180 3 175kg for which the individual certificate of airworthiness is first issued on or after 1 January 2016 shall be equipped with a Type IVA FDR. 4.3.1.2.3 Recommendation. All helicopters of a maximum certificated take-off mass of over 3 180 3 175 kg, up to and including 7 000 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. 4.3.1.2.4 All turbine-engined helicopters of a maximum certificated take-off mass of over 2 250 kg, up to and including 3 180 3 175 kg for which the application for type certification was submitted to a Contracting State on or after 1 January 2018 shall be equipped with: 4.3.1.2.5 Recommendation. All helicopters of a maximum certificated take-off mass of 3 180 3 175 kg or less for which the individual certificate of airworthiness is first issued on or after 1 January 2018 should be equipped with: 3 180 kg and 3 175 kg are used inconsistently in Annex 6, Part III as the Metric conversion of 7 000 lbs which is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using Imperial units. 3 175 kg is a more precise conversion therefore for consistency all references to 3 180 kg should be changed to 3 175 kg. INITIAL PROPOSAL A-19
-WP/10 Appendix C C-14 4.3.1.3 Discontinuation 4.3.1.3.1 The use of engraving metal foil FDRs shall be discontinued. 4.3.1.3.2 Recommendation. The use of analogue FDRs using frequency modulation (FM) should be discontinued. 4.3.1.3.3 The use of photographic film FDRs shall be discontinued. 4.3.1.3.4 The use of analogue FDRs using frequency modulation (FM) shall be discontinued by 1 January 2012. 4.3.1.3.5 Recommendation. The use of magnetic tape FDRs should be discontinued by 1 January 2011. 4.3.1.3.6 The use of magnetic tape FDRs shall be discontinued by 1 January 2016. Editorial note. Renumber subsequent paragraphs accordingly. The applicable dates are now in the past therefore no longer needed. INITIAL PROPOSAL A-20 4.3.2 Cockpit voice recorders 4.3.2.1.2 Recommendation. All helicopters of a maximum certificated take-off mass of over 3 180 3 175 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. 3 180 kg and 3 175 kg are used inconsistently in Annex 6, Part III as the Metric conversion of 7 000 lbs which is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using Imperial
C-15 -WP/10 Appendix C units. 3 175 kg is a more precise conversion therefore for consistency all references to 3 180 kg should be changed to 3 175 kg. INITIAL PROPOSAL A-21 4.4 Instruments and equipment for flights operated under VFR and IFR by day and night 4.4.3 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 the flight crew compartment flight deck the outside air temperature; This text is considered to be more appropriate. INITIAL PROPOSAL A-22 4.5 All helicopters on flights over water 4.5.2 Emergency equipment 4.5.2.1 Helicopters operating in performance Class 1 or 2 and operating in accordance with the provisions of 4.5.1 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.
-WP/10 Appendix C C-16 c) When two life rafts are fitted, each should shall be able to carry all occupants in the overload state; and Recommendation. When two life rafts are fitted, each should be able to carry all occupants in the overload state. cd) equipment for making the pyrotechnical distress signals described in Annex 2. Note. The overload state is a design safety margin of 1.5 times the maximum capacity. Revised text. Upgrade 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. INITIAL PROPOSAL A-23 4.8 All helicopters on high altitude flights 4.8.3 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 2.3.8.2. The total number of oxygen dispensing units shall exceed the number of passenger and cabin crew seats by at least 10 per cent. 4.8.4 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 2.3.8.2. The total number of oxygen dispensing units should exceed the number of passenger and cabin crew seats by at least 10 per cent.
C-17 -WP/10 Appendix C Harmonize Part III with Part I (6.7.5 and 6.7.6) INITIAL PROPOSAL A-24 CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT 5.4 Electronic navigation data management 5.4.1 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-77. 5.4.2 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. New text, harmonize Part III with Part I (7.4) INITIAL PROPOSAL A-25 CHAPTER 7. HELICOPTER FLIGHT CREW 7.3 Flight crew member training programmes 7.3.1 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.
-WP/10 Appendix C C-18 f) include training in knowledge and skills related to the operational use of head-up display and/or enhanced vision systems when applicable; and g) be given on a recurrent basis, as determined by the State of the Operator and shall include an assessment of competence. Revise Para f) and Para g) to harmonize Part III with Part I 9.3.1 e) and g). INITIAL PROPOSAL A-26 7.4 Qualifications 7.4.2.5 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 that pilot has made at least one trip representative flight of the operation 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 trip, prior to again serving as a pilot-in-command on that operation, that pilot must requalify in accordance with 7.4.2.2 and 7.4.2.3. The paragraph construct and intent of Part I has been harmonized while the defining activity descriptors have been changed from flight and route to trip and operation. This is in recognition that helicopter pilots may need to demonstrate proficiency in skills which require multiple short flights and are representative of specific tasks, eg. Fire ignition, precision construction, etc. INITIAL PROPOSAL A-27 7.4.3 Pilot proficiency checks
C-19 -WP/10 Appendix C 7.4.3.1 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 type of helicopter. 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 for harmonize with Part I 9.4.4 INITIAL PROPOSAL A-28 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 RFMs 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 an RFM cabin crew requirement may exist and that it shall be observed.
-WP/10 Appendix C C-20 SECTION III INTERNATIONAL GENERAL AVIATION INITIAL PROPOSAL A-29 CHAPTER 2. FLIGHT OPERATIONS 2.6 Limitations imposed by weather conditions 2.6.1 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 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 is text used in Annex 6, Part II (2.2.3.4.1) for the same purpose and is considered to be more appropriate. INITIAL PROPOSAL A-30 2.19 Refuelling with passengers on board or rotors turning Delete or rotors turning to harmonize with Annex 6, Part II (2.2.3.7)
C-21 -WP/10 Appendix C INITIAL PROPOSAL A-31 4.2 Instruments and equipment for flights operated under VFR and IFR by day and night 4.2.3 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: 8) a means of indicating in the flight crew compartment flight deck the outside air temperature; This text is considered to be more appropriate. INITIAL PROPOSAL A-32 4.7.1 Flight data recorders 4.7.1.2 Operation 4.7.1.2.1 All helicopters of a maximum certificated take-off mass of over 3 180 3 175 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. 4.7.1.2.3 Recommendation. All helicopters of a maximum certificated take-off mass of over 3 180 3 175 kg, up to and including 7 000 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. 4.7.2 Cockpit voice recorders
-WP/10 Appendix C C-22 4.7.2.1.2 Recommendation. All helicopters of a maximum certificated take-off mass of over 3 180 3 175 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. 3 180 Kg and 3 175 Kg are used inconsistently in Annex 6 Part III as the Metric conversion of 7 000 Lbs which is the is the normal helicopter category weight limit for various risk mitigation and equipment requirements in States using Imperial units. 3 175 kg is a more precise conversion therefore for consistency all references to 3 180 Kg should be changed to 3 175 Kg. INITIAL PROPOSAL A-33 4.7.4 Flight recorders general 4.7.4.4 Flight recorders electronic documentation Recommendation. The documentation requirement concerning FDR parameters provided by operators/owners to accident investigation authorities should be in electronic format and take account of industry specifications. Delete /owners to harmonize with Part I. in Commercial air transport it is not common to add owners. INITIAL PROPOSAL A-34 CHAPTER 5. HELICOPTER COMMUNICATION AND NAVIGATION EQUIPMENT 5.1 Communication equipment
C-23 -WP/10 Appendix C 5.1.5 Recommendation. The radio communication equipment required in accordance with 5.1.1 to 5.1.4 should provide for communication on the aeronautical emergency frequency 121.5 MHz. Harmonize with Annex 6, Part II (2.5.1.5) END