Ref.: AN 11/ /11 7 April 2014

Transcription

1 International Civil Aviation Organization Organisation de l aviation civile internationale Organización de Aviación Civil Internacional Международная организация гражданской авиации Tel.: +1 (514) Ref.: AN 11/ /11 7 April 2014 Subject: Adoption of Amendment 19 to Annex 6, Part III Action required: a) Notify any disapproval before 14 July 2014; b) Notify any differences and compliance before 13 October 2014; c) Consider the use of the Electronic Filing of Differences System (EFOD) for notification of differences and compliance Sir/Madam, 1. I have the honour to inform you that Amendment 19 to the International Standards and Recommended Practices, Operation of Aircraft International Operations Helicopters (Annex 6, Part III to the Convention on International Civil Aviation) was adopted by the Council at the fourth meeting of its 201st Session on 3 March Copies of the Amendment and the Resolution of Adoption are available as attachments to the electronic version of this State letter on the ICAO-NET ( where you can access all other relevant documentation. 2. When adopting the amendment, the Council prescribed 14 July 2014 as the date on which it will become effective, except for any part concerning which a majority of Contracting States have registered their disapproval before that date. In addition, the Council resolved that Amendment 19, to the extent it becomes effective, will become applicable on 13 November Amendment 19 arises from: a) recommendations of the seventh, eighth, ninth, tenth and eleventh meetings of the Instrument Flight Procedures Panel Working Group of the Whole (IFPP/WG/WHL/7, 8, 9, 10 and 11) relating to procedure design criteria and charting requirements to support performance-based navigation (PBN) as well as helicopter point-in-space (PinS) approach and departure operations; b) recommendations of the fifteenth meeting of the Operations Panel Working Group of the Whole (OPSP/WG/WHL/15) relating to harmonization of provisions in Part I with Part II, electronic flight bags (EFB), head-up displays (HUD) and visions systems, and fuel use provisions; and 999 University Street Montréal, Quebec Canada H3C 5H7 Tel.: Fax: icaohq@icao.int

2 - 2 - c) recommendations of the fifth meeting of the Flight Recorder Panel Working Group of the Whole (FLIRECP/WG/WHL/5) relating to various issues associated with the carriage requirements for flight recorders. 4. The amendment on charting requirements to support PBN is to avoid confusion regarding inconsistencies with the aeronautical charts, the PBN operational approvals and the avionics displays. The amendment identifies the need for pilots to receive training in chart depiction standards. 5. The amendment concerning EFBs, HUDs and visions systems, and fuel use provisions address: a) Electronic flight bags (EFB). The SARPs for the use of electronic flight bags are based on best practices in States and industry. They are divided into three areas relating to equipment (hardware), functions (software) and criteria for operational approval. Furthermore, a clear distinction is made between the EFB functions that may be used to supplement requirements and those that may replace them. It is envisaged that these provisions will be the baseline for the transition to a paperless environment on the flight deck; b) Head-up displays/enhanced/synthetic/combined vision systems (HUDs/EVS/ SVS/CVS). A review of existing operational provisions for enhanced vision system (EVS) and emerging similar systems, like the synthetic vision system (SVS) and combinations called combined vision systems (CVS) was directed at addressing how capabilities on-board aircraft could compensate for fewer facilities on the ground; The amendment addresses the criteria for States to use in granting operational credit approvals to operators that have aircraft equipped with capabilities which compensate for fewer ground facilities. A new attachment to Annex 6, Part III which uses, to a great extent, the text from the existing Attachment I to Annex 6, Part I, is to facilitate the operational approval process for States. Additional guidance material will be included in the fourth edition of the Manual of All-Weather Operations (Doc 9365); c) Fuel use. The amendments regarding fuel use for Annex 6, Part III consist in adapting the Amendment 36 to Annex 6, Part I fuel use and alternates aerodrome provisions to ensure consistency across all Parts of Annex 6. The provisions were carefully reviewed to retain the same intent but making them appropriate for the type of operation. 6. The amendment concerning flight recorders is to address problems experienced with the availability and recovery of flight data during investigation of recent accidents. 7. The subjects are given in the amendment to the Foreword of Annex 6, Part III, a copy of which is in Attachment A.

3 In conformity with the Resolution of Adoption, may I request: a) that before 14 July 2014 you inform me if there is any part of the adopted Standards and Recommended Practices (SARPs) amendments in Amendment 19 concerning which your Government wishes to register disapproval, using the form in Attachment B for this purpose. Please note that only statements of disapproval need be registered and if you do not reply it will be assumed that you do not disapprove of the amendment; b) that before 13 October 2014 you inform me of the following, using the form in Attachment C for this purpose: 1) any differences that will exist on 13 November 2014 between the national regulations or practices of your Government and the provisions of the whole of Annex 6, Part III, as amended by all amendments up to and including Amendment 19, and thereafter of any further differences that may arise; and 2) the date or dates by which your Government will have complied with the provisions of the whole of Annex 6, Part III, as amended by all amendments up to and including Amendment With reference to the request in paragraph 8 a) above, it should be noted that a registration of disapproval of Amendment 19 or any part of it in accordance with Article 90 of the Convention does not constitute a notification of differences under Article 38 of the Convention. To comply with the latter provision, a separate statement is necessary if any differences do exist, as requested in paragraph 8 b) 1). It is recalled in this respect that international Standards in Annexes have a conditional binding force, to the extent that the State or States concerned have not notified any difference thereto under Article 38 of the Convention. 10. With reference to the request in paragraph 8 b) above, it should be also noted that the Council, at the third meeting of its 192nd Session on 4 March 2011, agreed that pending the development of a concrete policy and operational procedures governing the use of EFOD, this system be used as an alternative means for filing of differences to all Annexes, except for Annex 9 Facilitation and Annex 17 Security Safeguarding International Civil Aviation against Acts of Unlawful Interference. EFOD is currently available on the USOAP restricted website ( which is accessible by all Member States (AN 1/1-11/28 refers) and you are invited to consider using this for notification of compliance and differences. 11. Guidance on the determination and reporting of differences is given in the Note on the Notification of Differences in Attachment D. 12. Please note that a detailed repetition of previously notified differences, if they continue to apply, may be avoided by stating the current validity of such differences. 13. I would appreciate it if you would also send a copy of your notifications, referred to in paragraph 8 b) above, to the ICAO Regional Office accredited to your Government.

4 As soon as practicable after the amendment becomes effective, on 14 July 2014, replacement pages incorporating Amendment 19 will be forwarded to you. Accept, Sir/Madam, the assurances of my highest consideration. Enclosures: A Amendment to the Foreword of Annex 6, Part III B Form on notification of disapproval of all or part of Amendment 19 to Annex 6, Part III C Form on notification of compliance with or differences from Annex 6, Part III, Amendment 19 D Note on the Notification of Differences Raymond Benjamin Secretary General

5 ATTACHMENT A to State letter AN 11/ /11 AMENDMENT TO THE FOREWORD OF ANNEX 6, PART III Add the following at the end of Table A: Amendment Source(s) Subject 19 Seventh, eighth, ninth, tenth and eleventh meetings of the Instrument Flight Procedures Panel Working Group of the Whole (IFPP/WG-WHL/7, 8, 9, 10 and 11); fifteenth meeting of the Operations Panel Working Group of the Whole (OPSP/WG/WHL/15); fifth meeting of the Flight Recorder Panel Working Group of the Whole (FLIRECP/WG/WHL/5) Amendment concerning: a) procedure design criteria and charting requirements to support PBN as well as helicopter PinS approach and departure operations; b) harmonization of provisions, EFBs, HUDs and visions systems, and fuel use provisions; c) flight recorder requirements to: reference updated EUROCAE Minimum Operational Performance Specifications (MOPS); align underwater location devices (ULD) requirements with Annex 6, Part I; and include less stringent inspection requirements of flight recorder systems. Adopted/Approved Effective Applicable 3 March July November 2014

6 ATTACHMENT B to State letter AN 11/ /11 NOTIFICATION OF DISAPPROVAL OF ALL OR PART OF AMENDMENT 19 TO ANNEX 6, PART III To: The Secretary General International Civil Aviation Organization 999 University Street Montreal, Quebec Canada H3C 5H7 (State) Amendment 19 to Annex 6, Part III: hereby wishes to disapprove the following parts of Signature Date NOTES 1) If you wish to disapprove all or part of Amendment 19 to Annex 6, Part III, please dispatch this notification of disapproval to reach ICAO Headquarters by 14 July If it has not been received by that date it will be assumed that you do not disapprove of the amendment. If you approve of all parts of Amendment 19, it is not necessary to return this notification of disapproval. 2) This notification should not be considered a notification of compliance with or differences from Annex 6, Part III. Separate notifications on this are necessary. (See Attachment C.) 3) Please use extra sheets as required.

7 ATTACHMENT C to State letter AN 11/ /11 NOTIFICATION OF COMPLIANCE WITH OR DIFFERENCES FROM ANNEX 6, PART III (Including all amendments up to and including Amendment 19) To: The Secretary General International Civil Aviation Organization 999 University Street Montreal, Quebec Canada H3C 5H7 1. No differences will exist on between the national regulations and/or practices of (State) and the provisions of Annex 6, Part III, including all amendments up to and including Amendment The following differences will exist on between the regulations and/or practices of (State) and the provisions of Annex 6, Part III, including Amendment 19 (Please see Note 3) below.) a) Annex Provision (Please give exact paragraph reference) b) Difference Category (Please indicate A, B, or C) c) Details of Difference d) Remarks (Please describe the difference clearly and concisely) (Please indicate reasons for the difference) (Please use extra sheets as required)

8 C-2 3. By the dates indicated below, (State) will have complied with the provisions of Annex 6, Part III, including all amendments up to and including Amendment 19 for which differences have been notified in 2 above. a) Annex Provision b) Date c) Comments (Please give exact paragraph reference) (Please use extra sheets as required) Signature Date NOTES 1) If paragraph 1 above is applicable to you, please complete paragraph 1 and return this form to ICAO Headquarters. If paragraph 2 is applicable to you, please complete paragraphs 2 and 3 and return the form to ICAO Headquarters. 2) Please dispatch the form to reach ICAO Headquarters by 13 October ) A detailed repetition of previously notified differences, if they continue to apply, may be avoided by stating the current validity of such differences. 4) Guidance on the notification of differences from Annex 6, Part III is provided in the Note on the Notification of Differences at Attachment D. 5) Please send a copy of this notification to the ICAO Regional Office accredited to your Government.

9 ATTACHMENT D to State letter AN 11/ /11 NOTE ON THE NOTIFICATION OF DIFFERENCES TO ANNEX 6, PART III AND FORM OF NOTIFICATION (Prepared and issued in accordance with instructions of the Council) 1. Introduction 1.1 The Assembly and the Council, when reviewing the notification of differences by States in compliance with Article 38 of the Convention, have repeatedly noted that the state of such reporting is not entirely satisfactory. 1.2 With a view to achieving a more comprehensive coverage, this note is issued to facilitate the determination and reporting of such differences and to state the primary purpose of such reporting. 1.3 The primary purpose of reporting of differences is to promote safety and efficiency in air navigation by ensuring that governmental and other agencies, including operators and service providers, concerned with international civil aviation are made aware of all national regulations and practices in so far as they differ from those prescribed in the ICAO Standards. 1.4 Contracting States are, therefore, requested to give particular attention to the notification before 13 October 2014 of differences with respect to Standards in Annex 6, Part III. The Council has also urged Contracting States to extend the above considerations to Recommended Practices. 1.5 Contracting States are asked to note further that it is necessary to make an explicit statement of intent to comply where such intent exists, or where such is not the intent, of the difference or differences that will exist. This statement should be made not only to the latest amendment but to the whole Annex, including the amendment. 1.6 If previous notifications have been made in respect of this Annex, detailed repetition may be avoided, if appropriate, by stating the current validity of the earlier notification. States are requested to provide updates of the differences previously notified after each amendment, as appropriate, until the difference no longer exists. 2. Notification of differences to Annex 6, Part III, including Amendment Past experience has indicated that the reporting of differences to Annex 6, Part III has in some instances been too extensive since some appear merely to be a different manner of expressing the same intent. 2.2 Guidance to Contracting States in the reporting of differences to Annex 6, Part III can only be given in very general terms. Where the national regulations of States call for compliance with procedures that are not identical but essentially similar to those contained in the Annex, no difference should be reported since the details of the procedures existing are the subject of notification through the medium of aeronautical information publications. Although differences to Recommended Practices are not notifiable under Article 38 of the Convention, Contracting States are urged to notify the Organization of the differences between their national regulations and practices and any corresponding Recommended

10 D-2 Practices contained in an Annex. States should categorize each difference notified on the basis of whether the corresponding national regulation is: a) More exacting or exceeds the ICAO Standard or Recommended Practice (SARP) (Category A). This category applies when the national regulation is more demanding than the corresponding SARP, or imposes an obligation within the scope of the Annex which is not covered by a SARP. This is of particular importance where a State requires a higher standard which affects the operation of aircraft of other Contracting States in and above its territory; b) Different in character or other means of compliance (Category B). This category applies when the national regulation is different in character from the corresponding ICAO SARP, or when the national regulation differs in principle, type or system from the corresponding SARP, without necessarily imposing an additional obligation; and c) Less protective or partially implemented/not implemented (Category C). This category applies when the national regulation is less protective than the corresponding SARP; or when no national regulation has been promulgated to address the corresponding SARP, in whole or in part. 2.3 When a Contracting State deems an ICAO Standard concerning aircraft, operations, equipment, personnel, or air navigation facilities or services to be not applicable to the existing aviation activities of the State, notification of a difference is not required. For example, a Contracting State that is not a State of Design or Manufacture and that does not have any national regulations on the subject, would not be required to notify differences to Annex 8 provisions related to the design and construction of an aircraft. 2.4 For States that have already fully reported differences from Annex 6, Part III or have reported that no differences exist, the reporting of any further differences occasioned by the amendment should be relatively straightforward; however, attention is called to paragraph 1.5 wherein it is indicated that this statement should be not only to the latest amendment but to the whole Annex, including the amendment. 3. Form of notification of differences 3.1 Differences should be notified in the following form: a) Reference: The number of the paragraph or subparagraph in Annex 6, Part III as amended which contains the Standard or Recommended Practice to which the difference relates; b) Category: Indicate the category of the difference as A, B or C in accordance with paragraph 2.2 above; The expression different in character or other means of compliance in b) would be applied to a national regulation which achieves, by other means, the same objective as that of the corresponding ICAO SARPs and so cannot be classified under a) or c).

11 D-3 c) Description of the difference: Clearly and concisely describe the difference and its effect; and d) Remarks: Under Remarks indicate reasons for the difference and intentions including any planned date for implementation. 3.2 The differences notified will be recorded in a Supplement to the Annex, normally in the terms used by the Contracting State when making the notification. In the interest of making the supplement as useful as possible, please make statements as clear and concise as possible and confine remarks to essential points. Comments on implementation, in accordance with paragraph 4 b) 2) of the Resolution of Adoption, should not be combined with those concerning differences. The provision of extracts from national regulations cannot be considered as sufficient to satisfy the obligation to notify differences. General comments that do not relate to specific differences will not be published in Supplements. END

12 AMENDMENT No. 19 TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION PART III INTERNATIONAL OPERATIONS HELICOPTERS The amendment to Annex 6, Part III, contained in this document was adopted by the Council of ICAO on 3 March Such parts of this amendment as have not been disapproved by more than half of the total number of Contracting States on or before 14 July 2014 will become effective on that date and will become applicable on 13 November 2014 as specified in the Resolution of Adoption. (State letter AN 11/ /11 refers.) MARCH 2014 INTERNATIONAL CIVIL AVIATION ORGANIZATION

13 AMENDMENT 19 TO THE INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES ANNEX 6 OPERATION OF AIRCRAFT PART III INTERNATIONAL OPERATIONS HELICOPTERS RESOLUTION OF ADOPTION The Council Acting in accordance with the Convention on International Civil Aviation, and particularly with the provisions of Articles 37, 54 and 90 thereof, 1. Hereby adopts on 3 March 2014 Amendment 19 to the International Standards and Recommended Practices contained in the document entitled International Standards and Recommended Practices, Operation of Aircraft, International Operations Helicopters which for convenience is designated Annex 6, Part III to the Convention; 2. Prescribes 14 July 2014 as the date upon which the said amendment shall become effective, except for any part thereof in respect of which a majority of the Contracting States have registered their disapproval with the Council before that date; 3. Resolves that the said amendment or such parts thereof as have become effective shall become applicable on 13 November 2014; 4. Requests the Secretary General: a) to notify each Contracting State immediately of the above action and immediately after 14 July 2014 of those parts of the amendment which have become effective; b) to request each Contracting State: 1) to notify the Organization (in accordance with the obligation imposed by Article 38 of the Convention) of the differences that will exist on 13 November 2014 between its national regulations or practices and the provisions of the Standards in the Annex as hereby amended, such notification to be made before 13 October 2014, and thereafter to notify the Organization of any further differences that arise; 2) to notify the Organization before 13 October 2014 of the date or dates by which it will have complied with the provisions of the Standards in the Annex as hereby amended; c) to invite each Contracting State to notify additionally any differences between its own practices and those established by the Recommended Practices, when the notification of such differences is important for the safety of air navigation, following the procedure specified in subparagraph b) above with respect to differences from Standards.

14 3 NOTES ON THE PRESENTATION OF THE AMENDMENT TO ANNEX 6, PART III NOTES ON THE PRESENTATION OF THE AMENDMENT 1. 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. New text to be inserted is highlighted with grey shading. Text to be deleted is shown with a line through it followed by the replacement text which is highlighted with grey shading. text to be deleted new text to be inserted new text to replace existing text

15 4 PROPOSED AMENDMENT TO INTERNATIONAL STANDARDS AND RECOMMENDED PRACTICES OPERATION OF AIRCRAFT ANNEX 6 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION PART III INTERNATIONAL OPERATIONS HELICOPTERS ABBREVIATIONS AND SYMBOLS (used in this Annex) Abbreviations CVS EFB EUROCAE LED NVIS RTCA SVS Combined vision system Electronic flight bag European Organisation for Civil Aviation Equipment Light emitting diode Night vision imaging systems Radio Technical Commission for Aeronautics Synthetic vision system PUBLICATIONS (referred to in this Annex) Manual on Electronic Flight Bags (Doc xxxx) SECTION I GENERAL CHAPTER 1. DEFINITIONS Aerodrome. A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.

16 5 Combined vision system (CVS). A system to display images from a combination of an enhanced vision system (EVS) and a synthetic vision system (SVS). Electronic flight bag (EFB). An electronic information system, comprised of equipment and applications, for flight crew which allows for storing, updating, displaying and processing of EFB functions to support flight operations or duties. Enhanced vision system (EVS). A system to display electronic real-time images of the external scene achieved through the use of image sensors. Note. EVS does not include night vision imaging systems (NVIS). State of the Aerodrome. The State in whose territory the aerodrome is located. Note. State of the Aerodrome includes heliports and landing locations. Synthetic vision system (SVS). A system to display data-derived synthetic images of the external scene from the perspective of the flight deck. SECTION II INTERNATIONAL COMMERCIAL AIR TRANSPORT CHAPTER 2. FLIGHT OPERATIONS 2.2 Operational certification and supervision Heliport or landing location operating minima (operations under IFR) The State of the Operator shall require that the operator establish operating minima for each heliport or landing location to be used in operations and shall approve the method of determination of such minima. Such minima shall not be lower than any that may be established for such heliports or landing locations by the State in which of the heliport Aerodrome is located, except when specifically approved by that State. Note 1. This Standard does not require the State in which of the heliport Aerodrome is located to establish heliport operating minima.

17 6 Note 2. The use of head-up displays (HUD) or enhanced vision systems (EVS) may allow operations with lower visibilities than normally associated with the heliport operating minima The State of the Operator may approve operational credit(s) for operations with helicopters 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 heliport or landing location 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 I and in the Manual of All- Weather Operations (Doc 9365). 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). Note 4. 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 The State of the Operator shall require that in establishing the heliport operating minima for each heliport or landing location which will apply to any particular operation, full account shall be taken of: e) the equipment available on the helicopter for the purpose of navigation, acquisition of visual references and/or control of the flight path during the approach to, landing and the missed approach; Recommendation. For instrument approach and landing operations, heliport or landing location operating minima below 800 m visibility should not be authorized unless RVR information or an accurate measurement or observation of visibility is provided.

18 7 2.3 Flight preparation Fuel and oil supply requirements VFR operations. The fuel and oil carried in order to comply with shall, in the case of VFR operations, be at least the amount sufficient to allow the helicopter to: a) to fly to the heliport landing site to which the flight is planned; b) have final reserve fuel to fly thereafter for a period of 20 minutes at best-range speed; and c) to have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator IFR operations. The fuel and oil carried in order to comply with shall, in the case of IFR operations, be at least the amount sufficient to allow the helicopter: When an alternate is not required, in terms of a), to fly to and execute an approach at the heliport or landing location to which the flight is planned, and thereafter to have: a) final reserve fuel to fly 30 minutes at holding speed at 450 m (1 500 ft) above the destination heliport or landing location under standard temperature conditions and approach and land; and b) an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator When an alternate is required, to fly to and execute an approach, and a missed approach, at the heliport or landing location to which the flight is planned, and thereafter: a) to fly to and execute an approach at the alternate specified in the flight plan; and then b) have final reserve fuel to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the alternate under standard temperature conditions, and approach and land; and c) to have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of any of the potential contingencies specified by the operator to the satisfaction of the State of the Operator The use of fuel after flight commencement for purposes other than originally intended during pre-flight planning shall require a re-analysis and, if applicable, adjustment of the planned operation.

19 8 2.4 In-flight procedures Instrument flight procedures All helicopters operated in accordance with IFR shall comply with the instrument approach procedures approved by the State in which the heliport is located, or by the State which is responsible for the heliport when located outside the territory of any State. Note 1. Operational procedures recommended for the guidance of operations personnel involved in instrument flight operations are described in PANS-OPS (Doc 8168), Volume I. Note 2. Criteria for the construction of instrument flight procedures for the guidance of procedure specialists are provided in PANS-OPS (Doc 8168), Volume II. Obstacle clearance criteria and procedures used in certain States may differ from PANS-OPS, and knowledge of these differences is important for safety reasons (see Chapter 1, 1.1.1). Editorial note. Insert new paragraph as follows: In-flight fuel management An operator shall establish policies and procedures, approved by the State of the Operator, to ensure that in-flight fuel checks and fuel management are performed The pilot-in-command shall monitor the amount of usable fuel remaining on board to ensure it is not less than the fuel required to proceed to a landing site where a safe landing can be made with the planned final reserve fuel remaining The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific landing site, the pilot calculates that any change to the existing clearance to that landing site, or other air traffic delays, may result in landing with less than the planned final reserve fuel. Note 1. The declaration of MINIMUM FUEL informs ATC that all planned landing site options have been reduced to a specific landing site of intended landing, that no precautionary landing site is available, and any change to the existing clearance, or air traffic delays, may result in landing with less than the planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur. Note 2. A precautionary landing site refers to a landing site, other than the site of intended landing, where it is expected that a safe landing can be made prior to the consumption of the planned final reserve fuel.

20 The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the usable fuel estimated to be available upon landing at the nearest landing site where a safe landing can be made is less than the required final reserve fuel in compliance with Note 1. The planned final reserve fuel refers to the value calculated in and is the minimum amount of fuel required upon landing at any landing site. The declaration of MAYDAY MAYDAY MAYDAY FUEL informs ATC that all available landing options have been reduced to a specific site and a portion of the final reserve fuel may be consumed prior to landing. Note 2. The pilot estimates with reasonable certainty that the fuel remaining upon landing at the nearest safe landing site will be less than the final reserve fuel taking into consideration the latest information available to the pilot, the area to be overflown (i.e. with respect to the availability of precautionary landing areas), meteorological conditions and other reasonable contingencies. Note 3. The words MAYDAY FUEL describe the nature of the distress conditions as required in Annex 10, Volume II, , b) 3. End of new text. CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS 4.3 Flight recorders Note 5. For helicopters for which the application for type certification is submitted to a Contracting State before 1 January 2016, specifications applicable to flight recorders may be found in EUROCAE ED-112, ED-56A, ED-55, Minimum Operational Performance Specifications (MOPS), or earlier equivalent documents. Note 6. For helicopters for which the application for type certification is submitted to a Contracting State on or after 1 January 2016, specifications applicable to flight recorders may be found in EUROCAE ED-112A, Minimum Operational Performance Specification (MOPS), or equivalent documents Flight data recorders and aircraft data recording systems Note 1. FDR and AIR performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specification (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents. Editorial Note. Renumber subsequent Notes. 9

21 Cockpit voice recorders Note. CVR performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specification (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Data link recorders Note. Data link recorders performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specifications (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Construction and installation Flight recorders general Note. Industry crashworthiness and fire protection specifications for FDR, CVR, AIR and DLR are as contained in the EUROCAE ED-112, Minimum Operational Performance Specifications (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Helicopters equipped with automatic landing systems, a head-up displays (HUD) and/or or equivalent displays, enhanced vision systems (EVS) ), synthetic vision systems (SVS) and/or combined vision systems (CVS) Where helicopters are equipped with automatic landing systems, HUD and/or or equivalent displays, EVS, SVS or CVS, or any combination of those systems into a hybrid system, the use of such systems to gain operational benefit for the safe operation of a helicopter shall be approved by the State of the Operator. Note. Guidance on HUD and EVS is contained in Attachment J to Annex 6, Part I. Note 1. 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). 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 In approving the operational use of automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of the Operator shall ensure that:

22 11 a) the equipment meets the appropriate airworthiness certification requirements; b) the operator has carried out a safety risk assessment of the operations supported by the automatic landing systems, 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 I. Editorial note. Insert new paragraph 4.17 as follows: 4.17 Electronic flight bags (EFBs) Note. Guidance on EFB equipment, functions and operational approval is contained in the Manual on Electronic Flight Bags (Doc xxxx) EFB equipment Where portable EFBs are used on board, the operator shall ensure that they do not affect the performance of the helicopter systems, equipment or the ability to operate the helicopter EFB functions a Where EFBs are used on board a helicopter the operator shall: a) assess the safety risk(s) associated with each EFB function; b) establish and document the procedures for the use of, and training requirements for, the device and each EFB function; and c) ensure that, in the event of an EFB failure, sufficient information is readily available to the flight crew for the flight to be conducted safely. Note. Guidance on safety risk assessments is contained in the Safety Management Manual (SMM) (Doc 9859) The State of the Operator shall approve the operational use of EFB functions to be used for the safe operations of helicopters.

23 EFB operational approval In approving the operational use of EFBs, the State of the Operator shall ensure that: a) the EFB equipment and its associated installation hardware, including interaction with helicopter systems if applicable, meet the appropriate airworthiness certification requirements; b) the operator has assessed the safety risks associated with the operations supported by the EFB function(s); c) the operator has established requirements for redundancy of the information (if appropriate) contained and displayed by the EFB function(s); d) the operator has established and documented procedures for the management of the EFB function(s) including any databases it may use; and e) the operator has established and documented the procedures for the use of, and training requirements for, the EFB, the EFB function(s). Note. Guidance on safety risk assessments is contained in the Safety Management Manual (SMM) (Doc 9859) End of new text SECTION III INTERNATIONAL GENERAL AVIATION CHAPTER 2. FLIGHT OPERATIONS 2.2 Heliport or landing location operating minima The pilot-in-command shall not operate to or from a heliport using operating minima lower than those which may be established for that heliport by the State in which it is located, except with the specific approval of that State. Note 1. 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. Note 2. The use of head-up displays (HUD) or enhanced vision systems (EVS) may allow operations with lower visibilities than normally associated with the heliport operating minima.

24 2.2.1 The pilot-in-command shall establish operating minima in accordance with criteria specified by the State of Registry for each heliport or landing location to be used in operations. Such minima shall not be lower than any that may be established by the State of the Aerodrome, except when specifically approved by that State. Note. This Standard does not require the State of the Aerodrome to establish operating minima The State of Registry may approve operational credit(s) for operations with helicopters 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 heliport or landing location 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 I and in the Manual of All- Weather Operations (Doc 9365). 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). Note 4. 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 Fuel and oil supply requirements VFR operations. The fuel and oil carried in order to comply with shall, in the case of VFR operations, be at least the amount sufficient to allow the helicopter to: a) to fly to the heliport landing site to which the flight is planned; b) have a final reserve fuel to fly thereafter for a period of 20 minutes at best-range speed; and c) to have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of potential contingencies, as determined by the State and specified in the State regulations governing general aviation IFR operations. The fuel and oil carried in order to comply with shall, in the case of IFR operations, be at least the amount sufficient to allow the helicopter:

25 When no alternate is required, in terms of , to fly to and execute an approach at the heliport or landing location to which the flight is planned, and thereafter to have: a) a final reserve fuel to fly 30 minutes at holding speed at 450 m (1 500 ft) above the destination heliport or landing location under standard temperature conditions and approach and land; and b) to an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of potential contingencies When an alternate is required, in terms of , to fly to and execute an approach, and a missed approach, at the heliport or landing location to which the flight is planned, and thereafter: a) to fly to and execute an approach at the alternate specified in the flight plan; and then b) have a final reserve fuel to fly for 30 minutes at holding speed at 450 m (1 500 ft) above the alternate under standard temperature conditions, and approach and land; and c) to have an additional amount of fuel, sufficient to provide for the increased consumption on the occurrence of potential contingencies The use of fuel after flight commencement for purposes other than originally intended during pre-flight planning shall require a re-analysis and, if applicable, adjustment of the planned operation. Editorial note. Insert new paragraph 2.9 as follows and re-number subsequent paragraphs accordingly. 2.9 In-flight fuel management The pilot-in-command shall monitor the amount of usable fuel remaining on board to ensure it is not less than the fuel required to proceed to a landing site where a safe landing can be made with the planned final reserve fuel remaining. Note. The protection of final reserve fuel is intended to ensure safe landing at any heliport or landing location when unforeseen occurrences may not permit a safe completion of an operation as originally planned The pilot-in-command shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when, having committed to land at a specific landing site, the pilot calculates that any change to the existing clearance to that landing site, or other air traffic delays, may result in landing with less than the planned final reserve fuel. Note 1. The declaration of MINIMUM FUEL informs ATC that all planned landing site options have been reduced to a specific landing site of intended landing, that no precautionary landing site is available, and any change to the existing clearance, or air traffic delays, may result in landing with less

26 than the planned final reserve fuel. This is not an emergency situation but an indication that an emergency situation is possible should any additional delay occur. Note 2. A precautionary landing site refers to a landing site, other than the site of intended landing, where it is expected that a safe landing can be made prior to the consumption of the planned final reserve fuel The pilot-in-command shall declare a situation of fuel emergency by broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the usable fuel estimated to be available upon landing at the nearest landing site where a safe landing can be made is less than the required final reserve fuel in compliance with 2.8. Note 1. The planned final reserve fuel refers to the value calculated in 2.8 and is the minimum amount of fuel required upon landing at any landing site. The declaration of MAYDAY MAYDAY MAYDAY FUEL informs ATC that all available landing options have been reduced to a specific site and a portion of the final reserve fuel may be consumed prior to landing. Note 2. The pilot estimates with reasonable certainty that the fuel remaining upon landing at the nearest safe landing site will be less than the final reserve fuel taking into consideration the latest information available to the pilot, the area to be overflown (i.e. with respect to the availability of precautionary landing areas), meteorological conditions and other reasonable contingencies. Note 3. The words MAYDAY FUEL describe the nature of the distress conditions as required in Annex 10, Volume II, , b) End of new text Instrument flight procedures All helicopters operated in accordance with IFR shall comply with the instrument approach procedures approved by the State in which the heliport is located, or by the State which is responsible for the heliport when located outside the territory of any State. Note 1. Operational procedures recommended for the guidance of operations personnel involved in instrument flight operations are described in PANS-OPS (Doc 8168), Volume I. Note 2. Criteria for the construction of instrument flight procedures for the guidance of procedure specialists are provided in PANS-OPS (Doc 8168), Volume II. Obstacle clearance criteria and procedures used in certain States may differ from PANS-OPS, and knowledge of these differences is important for safety reasons (see Chapter 1, 1.1.1).

27 16 CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT AND FLIGHT DOCUMENTS 4.7 Flight recorders Note 4. For helicopters for which the application for type certification is submitted to a Contracting State before 1 January 2016, specifications applicable to flight recorders may be found in EUROCAE ED-112, ED-56A, ED-55, Minimum Operational Performance Specification (MOPS) or earlier equivalent documents. Note 5. For helicopters for which the application for type certification is submitted to a Contracting State on or after 1 January 2016, specifications applicable to flight recorders may be found in EUROCAE ED-112A, Minimum Operational Performance Specification (MOPS), or equivalent documents Flight data recorders Note 1. FDR and AIR performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specification (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents. Editorial Note. Renumber subsequent Note Cockpit voice recorders Note. CVR performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specification (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Data link recorders Note. Data link recorders performance requirements are as contained in the EUROCAE ED-112, Minimum Operational Performance Specifications (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Flight recorders general Construction and installation

28 Note. Industry crashworthiness and fire protection specifications are as contained in the EUROCAE ED-112, Minimum Operational Performance Specifications (MOPS) for Crash Protected Airborne Recorder Systems, or equivalent documents Helicopters equipped with automatic landing systems, a head-up displays (HUD) and/or or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS) and/or combined vision systems (CVS) Where helicopters are equipped with automatic landing systems, a HUD and/or or equivalent displays, EVS, SVS or CVS, or any combination of those systems into a hybrid system, criteria for the use of such systems to gain operational benefit for the safe operation of a helicopter shall be approved established by the State of Registry. Note. Guidance on HUD and EVS is contained in Attachment J to Annex 6, Part I. 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, 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 of the operations supported by the automatic landing systems, HUD or equivalent displays, EVS, SVS or CVS; c) the operator has established and documented the requirements for the use of, and training for, automatic landing systems, 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 I. Editorial note. Insert new paragraph 4.12 as follows: 4.12 Electronic flight bags (EFBs) Note. Guidance on EFB equipment, functions and establishing criteria for the operational use is contained in the Manual on Electronic Flight Bags (Doc xxxx) EFB equipment Where portable EFBs are used on board, the pilot-in-command and the owner shall ensure that they do not affect the performance of the helicopter systems, equipment or the ability to operate the helicopter.