parts i, ii and iii, the pans-atm and the pans-ops, meetings seminars and workshops...part i —...

Tel.: +1 514-954-8219 ext. 8182

Ref.: AN 11/1.1.30-15/9 15 April 2015

Subject: Proposal for the amendment of Annex 6,

Parts I, II and III, the PANS-ATM and the PANS-OPS,

Volume I regarding harmonization and alignment of

terms, performance-based navigation (PBN), vision

systems, icing phraseology and airborne collision

avoidance system (ACAS)

Action required: Comments to reach Montreal by

15 July 2015

Sir/Madam,

1. I have the honour to inform you that the Air Navigation Commission, at the fourth

meeting of its 198th Session held on 24 February 2015, reviewed the work that the Flight Operations

Panel (FLTOPSP) undertook with regard to amendment proposals for Annex 6 — Operation of Aircraft,

Part I — International Commercial Air Transport — Aeroplanes, Part II — International General

Aviation — Aeroplanes and Part III — International Operations — Helicopters, the Procedures for Air

Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) and the Procedures for Air

Navigation Services — Aircraft Operations, Volume I — Flight Procedures (Doc 8168) regarding

harmonization and alignment of terms, performance-based navigation (PBN), vision systems, icing

phraseology and airborne collision avoidance system (ACAS). The Commission authorized the

transmission of these proposals to Contracting States and appropriate international organizations for

comments.

2. The aforementioned proposals to Annex 6, Parts I, II and III, the PANS-ATM and the

PANS-OPS, Volume I are explained in more detail in Attachment A. The proposed amendment to

Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I are contained in

Attachments B, C, D, E and F, respectively. A rationale box providing more information has been

included immediately following the proposals throughout the attachments.

999 Robert-Bourassa Boulevard

Montréal, Quebec

Canada H3C 5H7

Tel.: +1 514 954-8219-

Fax: +1 514 954-6077-

Email: [email protected]

www.icao.int

International

Civil Aviation

Organization

Organisation

de l’aviation civile

internationale

Organización

de Aviación Civil

Internacional

Международная

организация

гражданской

авиации

- 2 -

3. In examining the proposed amendments, you should not feel obliged to comment on

editorial aspects as such matters will be addressed by the Air Navigation Commission during its final

review of the draft amendments.

4. May I request that any comments you may wish to make on the proposed amendments to

Annex 6, Parts I, II and III, the PANS-ATM and the PANS-OPS, Volume I be dispatched to reach me not

later than 15 July 2015. The Air Navigation Commission has asked me to specifically indicate that

comments received after the due date may not be considered by the Commission and the Council. In this

connection, should you anticipate a delay in the receipt of your reply, please let me know in advance of

the due date.

5. In addition, the proposed amendments to Annex 6, Parts I, II and III, the PANS-ATM and

the PANS-OPS, Volume I are envisaged for applicability on 10 November 2016. Any comments you may

have thereon would be appreciated.

6. The subsequent work of the Air Navigation Commission and the Council would be

greatly facilitated by specific statements on the acceptability or otherwise of the amendment proposals.

7. Please note that, for the review of your comments by the Air Navigation Commission and

the Council, replies are normally classified as “agreement with or without comments”, “disagreement

with or without comments”, or “no indication of position”. If in your reply the expressions “no

objections” or “no comments” are used, they will be taken to mean “agreement without comment” and

“no indication of position”, respectively. In order to facilitate proper classification of your response, a

form has been included in Attachment G which may be completed and returned together with your

comments, if any, on the proposals in Attachments B to F.

Accept, Sir/Madam, the assurances of my highest consideration.

Raymond Benjamin

Secretary General

Enclosures:

A — Background

B — Proposed amendment to Annex 6, Part I

C — Proposed amendment to Annex 6, Part II

D — Proposed amendment to Annex 6, Part III

E — Proposed amendment to the PANS-ATM (Doc 4444)

F — Proposed amendment to PANS-OPS, Volume I

(Doc 8168)

G — Response form

ATTACHMENT A to State letter AN 11/1.1.30-15/9

BACKGROUND

1. HARMONIZATION, ALIGNMENT OF TERMS AND

LANGUAGE, AND CARGO COMPARTMENT FIRE

SUPPRESSION SYSTEMS

1.1 The proposed amendment contains the result of the review of all parts of Annex 6 to

introduce editorial amendments to Recommendations that have been superseded by Standards, as well as

to provisions with embedded applicability dates that have become outdated (ANC 189-3). The review, as

described in the work programme of the FLTOPSP, also identified the need to ensure consistency in

terminology (e.g. equipped and installed) across all parts of Annex 6 that have caused confusion in

interpretation and compliance. The first part of this task was concluded with the adoption of

Amendments 39 and 33 to Annex 6, Parts I and II, respectively.

1.2 The panel conducted a side-by-side comparison of Annex 6, Parts I and III provisions

prepared by the Helicopter Sub-group (HSG) in which editorial and contextual differences were

identified. Whilst reviewing the provisions, the panel grouped those needing minor wording or format

changes, and those with embedded dates that were no longer relevant. For Standards and Recommended

Practices (SARPs) requiring further work, proposals for addition to the work programme of the panel are

being submitted to the ANC.

1.3 Additionally, the amendment includes a proposed recommendation regarding cargo

compartment fire suppression time capabilities (CCFS) of aircraft. Extended diversion time operations

(EDTO) SARPs require that the operator consider the time capability of the CCFS for aircraft engaged in

EDTO. During the development of the EDTO provisions, the Special Operations Task Force (SOTF)

recognized that further work was necessary to determine whether similar requirements should also apply

to non-EDTO operations.

1.4 The panel reviewed the implication of the time limitation of these systems on existing

and future commercial operations of turbine engine aeroplanes. For that purpose, a survey of the existing

fleet capabilities in terms of cargo compartment fire suppression (CCFS) times was conducted. The

manufacturer’s survey response, although limited in terms of respondents, indicated that:

a) the majority of aircraft in current production are delivered with at least 60 minutes

CCFS coverage;

b) the majority of current production long-range aircraft have CCFS capability that

exceeds 195 minutes (the assumed EDTO threshold +15 minutes for three and four

engine aircraft);

c) early production models of older aircraft models (e.g. B747, DC10, A300B, etc.)

were produced with as little as 30 minutes CCFS capacity, but few if any are believed

to be in service;

d) there was no evidence of non-EDTO flights operating with less than 60 min CCFS

coverage; and

A-2

e) one operator was identified as flying long-range flights beyond CCFS coverage with

four engines aircraft across the southern Pacific ocean; it was noted, however, that

this was with the agreement of, and in compliance with, special conditions imposed

by the regulator.

1.5 After a review of in-service incidents and accidents related to cargo fire and the existing

fleet capabilities, the panel concluded that a recommendation for operators to remain within the coverage

of the CCFS was justified at no significant economic impact (most, if not all, of the current fleet has at

least 60 minutes CCFS).

2. UPDATE TO PBN PROVISIONS

2.1 The proposed amendment contains revised performance-based navigation (PBN)

provisions aligned with the current PBN framework necessary to solve issues related to one State’s

recognition of another State’s approvals by simplification of the PBN approval process. In addition, this

amendment proposal includes a framework in the form of a template, similar to the commercial air

transport operations specifications (OPSPECS) template, that would standardize specific approvals

(letters of authorization) for general aviation. The proposed specific approval template would not be

exclusively for PBN but would also support other provisions that require a specific approval thereby

facilitating harmonization.

2.2 It is envisaged that, for the most part, PBN would be managed by civil aviation

authorities in the same manner as other operations are managed in Annex 6. For commercial air transport

operations, this would be achieved by including standard operating procedures and training programmes

in the operator’s operations manual which is approved by the State of the Operator, whilst for general

aviation it would be by having the State of Registry establish corresponding criteria. The amendment

introduces the concept of “complex” PBN operations for “out of the ordinary” operations (e.g., similar to

Cat II and III instrument approach operations) which would be subject to a specific approval. For

commercial air transport operations, specific approvals are required to be included in the OPSPECS and

for GA specific approvals would need to be included in the proposed specific approval template.

2.3 The FLTOPSP in coordination with the PBN Study Group (PBNSG) are updating the

Performance-Based Navigation (PBN) Operational Approval Manual (Doc 9997) to provide guidance on

what should be considered a complex PBN operation. The amendment to the manual in this regard is

expected to be available by the end of 2015.

3. ADJUSTMENTS TO ENHANCED VISION SYSTEMS

3.1 The head-up displays/enhanced/synthetic (HUDs/EVS/SVS) and combined vision

systems (CVS) Standards adopted in Amendments 38, 33 and 19 to Annex 6, Parts I, II and III,

respectively, were not identical to the originally proposed FLTOPSP recommendations. As a result, the

enhanced vison guidance material included in the attachments to Annex 6 (i.e. Attachments I to Parts I

and III and Attachment 2.B to Part II) are no longer completely aligned with the adopted provisions.

Additionally, inconsistencies were inadvertently introduced to the general aviation provisions in Parts II

and III. The proposed amendment, as detailed in Appendix C, updates the guidance material in the

attachments and corrects the inconsistencies.

A-3

3.2 Furthermore, with the intent of keeping guidance material in Annex 6 attachments high

level and current for the long-term, some of the guidance material was transferred to the Manual of

All-Weather Operations (Doc 9365).

4. NEW STANDARD PHRASEOLOGY IN PANS-ATM

(DOC 4444) FOR DE/ANTI-ICING GROUND CREWS

AND FLIGHT CREWS

4.1 The proposed amendment introduces standard phraseology to be used by ground

de-icing/anti-icing crews when communicating with flight crews. In compliance with Standard 4.3.5.6 of

Annex 6, Part I and the corresponding provision 2.1.15 in Appendix 2 – Organization and Contents of an

Operations Manual which addresses the need to include instructions for the conduct and control of

ground de-icing/anti-icing operations in the Operations Manual, many operators have developed their

own phraseology to be used between the cockpit and ground de-icing/anti-icing crews.

4.2 The problem with multiple phraseologies has become more apparent as centralized

de-icing facilities (CDF) started operating in many States. In some instances, over eighty different

operators use a given centralized facility, each attempting to impose their own phraseology for these

operations. Some terms appear to be the same yet there are instances where there is no common

understanding.

5. IMPROVEMENTS TO ACAS PROVISIONS IN

PANS-OPS, VOLUME I (DOC 8168)

5.1 The proposed amendment contains changes to the operation of airborne collision

avoidance system (ACAS) equipment section, which will improve effectiveness of ACAS performance.

5.2 The operational monitoring of ACAS recognized two issues: insufficient or inappropriate

compliance with ACAS RAs by pilots; and the occurrence of unnecessary resolution advisories (RAs) for

routine air traffic management (ATM) operations due to high vertical rate encounters. As introduced at

the Twelfth Air Navigation Conference (AN-Conf/12) and in order to deal with those issues, this proposal

introduces two optional features which can bring significant operational and safety benefits for aircraft

operations. The performance and protection brought by ACAS are further enhanced by a new altitude

capture mode that drastically reduces the number of nuisance alerts and a new RA mode which is coupled

to the auto pilot/flight director to ensure accurate responses to the RAs. It is important to note that under

the new RA mode, aircraft would automatically respond to the RAs but at the same time, when necessary,

flight crew can select a manual response to the RAs.

— — — — — — — —

ATTACHMENT B to State letter AN 11/1.1.30-15/9

PROPOSED AMENDMENT TO ANNEX 6, PART I

NOTES ON THE PRESENTATION OF THE AMENDMENT

The text of the amendment is arranged to show deleted text with a line through it and new text highlighted

with grey shading, as shown below:

Text to be deleted is shown with a line through it. Text to be deleted

New text to be inserted is highlighted with grey shading. New text to be inserted

Text to be deleted is shown with a line through it

followed by the replacement text which is highlighted

with grey shading.

New text to replace existing text

B-2

TEXT OF PROPOSED AMENDMENT TO THE

INTERNATIONAL STANDARDS

AND RECOMMENDED PRACTICES

OPERATION OF AIRCRAFT

ANNEX 6

TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION

PART I

INTERNATIONAL COMMERCIAL AIR TRANSPORT — AEROPLANES

. . .

PROPOSAL REGARDING

HARMONIZATION, ALIGNMENT OF TERMS AND LANGUAGE, AND CARGO

COMPARTMENT FIRE SUPPRESSION SYSTEMS

CHAPTER 1. DEFINITIONS

. . .

Operator. A The person, organization or enterprise engaged in or offering to engage in an aircraft

operation.

Editorial note.— replace, instances of “An Operator” with “The

Operator” as applicable.

Origin

FLTOPSP/1

Rationale

“An Operator” and “The Operator” are terms used inconsistently across

Annex 6. Whilst it is not a significant issue, the FLTOPSP Sub-groups (SG)

addressing the ANC harmonization task were asked to analyse and make a

suggestion to use the terms consistently. Based on that review, the FLTOPSP

recommended that where the terms were used for similar purposes in a SARP,

the term “An Operator” be replaced with “The Operator” because the latter was

used more often and the term better aligns with the State of the Operator term.

Furthermore, as suggested by the Panel, the Editorial Unit (EDL) of ICAO was

consulted in reference to the best way to address the change of “an operator” to

“the operator” in all instances where it appears in all Parts of Annex 6. The

feedback received was that the indefinite article “a/an” was normally used

before general, non-specific nouns or to indicate membership in a group; that it

should be used in instances when referring to operators in general and not to a

specific operator. The article “the” was generally used before singular or plural

2.2.6

nouns that were specific or particular. In that regard, the definition of the “the

State of the Operator” when referencing operators was specific:

B-3

State of the Operator. The State in which the operator’s principal place of

business is located or, if there is no such place of business, the operator’s

permanent residence.

Based on the aforementioned, the proposal is to amend the definition of

“operator” to align it with the “the State of the Operator” and subsequently

search and replace all instances of “an operator” with “the operator” where the

above mentioned criteria is met.

. . .

Point of no return. The last possible geographic point at which an aeroplane aircraft can proceed to the

destination aerodrome as well as to an available en-route alternate aerodrome for a given flight.

Origin

ANC

Rationale

The PNR definition is being adjusted in all Parts of Annex 6 to accommodate

all “aircraft” instead of only “aeroplanes”.

. . .

CHAPTER 4. FLIGHT OPERATIONS

. . .

4.2.12 Passengers

. . .

4.2.12.3 In The operator shall ensure that in an emergency during flight, passengers shall be are

instructed in such emergency action as may be appropriate to the circumstances.

Origin

FLTOPSP/1

Rationale

This text is currently used in Annex 6, Part II (3.4.2.9.3) for the same purpose

and is considered to be more appropriate.

. . .

B-4

4.3 Flight preparation

. . .

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

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.

Origin

FLTOPSP/1

Rationale

VFR is a term included in “Abbreviations and Symbols”.

. . .

Editorial note.— Insert new paragraph 4.3.10 as follows:

4.3.10 Time capability of

cargo compartment fire suppression system

4.3.10.1 Recommendation.— All flights should be planned so that the diversion time to an

aerodrome where a safe landing could be made does not exceed the cargo compartment fire suppression

time capability of the aeroplane, when one is identified in the relevant aeroplane documentation, reduced

by an operational safety margin specified by the State of the Operator.

Note 1.— Cargo compartment fire suppression time capabilities will be identified in the relevant

aeroplane documentation when they are to be considered for the operation.

Note 2.— Fifteen minutes is an operational safety margin commonly retained for that purpose.

Note 3.— Refer to Chapter 4, 4.7 and Attachment D for considerations of time capability of cargo

compartment fire suppression systems for aeroplanes engaged in EDTO.

End of new text

Origin

FLTOPSP/1

Rationale

This recommendation originates from further work identified by the Special

Operations Task Force (SOTF) during the introduction of extended diversion

time operations (EDTO). In addressing the time capability considerations of

cargo fire suppression time capability (CCFS) for aircraft engaged in EDTO, it

was recognized that further work was necessary to confirm whether similar

requirements should also apply to non-EDTO operations.

After a review of in-service incidents and accidents related to cargo fire and

the existing fleet capabilities, the FLTOPSP concluded that operators

remaining within the coverage of the CCFSS was justified.

B-5

. . .

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.

Origin

FLTOPSP/1

Rationale


. . .

ATTACHMENT D. GUIDANCE FOR OPERATIONS BY

TURBINE-ENGINED AEROPLANES BEYOND 60 MINUTES

TO AN EN-ROUTE ALTERNATE AERODROME INCLUDING

EXTENDED DIVERSION TIME OPERATIONS (EDTO)

(Supplementary to Chapter 4, 4.7)

. . .

3. Extended diversion time operations (EDTO) requirements

. . .

3.2 EDTO for aeroplanes with more than two turbine engines

. . .

3.2.5 EDTO significant systems

. . .

3.2.5.2 Consideration of time limitations

. . .

3.2.5.2.3 Not applicable. Considerations for the The maximum diversion time subject to cargo fire

suppression time limitations are considered part of the most limiting EDTO significant time limitations in

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.

. . .

B-6

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.

Origin

FLTOPSP/1

Rationale

Remove “not applicable” and leave the remainder as stand-alone text to

explain the applicability of the provision.

. . .

PROPOSAL REGARDING

UPDATED PBN PROVISIONS

CHAPTER 7. AEROPLANE COMMUNICATION AND

NAVIGATION EQUIPMENT

. . .

7.2.2 For operations where a navigation specification for performance-based navigation (PBN) has

been prescribed, an aeroplane shall, in addition to the requirements specified in 7.2.1:

a) be provided with navigation equipment which will enable it to operate in accordance with the

prescribed navigation specification(s); and

b) be authorized by the State of the Operator for such operations. have information relevant to the

aeroplane navigation specification capabilities listed in the flight manual or other aeroplane

documentation approved by the State of the Design or State of Registry; and

c) have information relevant to the aeroplane navigation specification capabilities included in the

MEL.

Note.— Guidance on aeroplane documentation is contained in the Performance-based Navigation

(PBN) Manual (Doc 9613).

7.2.3 The State of the Operator shall, for operations where a navigation specification for PBN has

been prescribed, ensure that the operator has established and documented:

a) normal and abnormal procedures including contingency procedures;

b) flight crew qualification and proficiency requirements in accordance with the appropriate

navigation specifications;

c) a training programme for relevant personnel consistent with the intended operations; and

d) appropriate maintenance procedures to ensure continued airworthiness in accordance with the

appropriate navigation specifications.

B-7

Note 1.— Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19,

are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997).

Note 2.— Electronic navigation data management is an integral part of normal and abnormal

procedures.

7.2.4 The State of the Operator shall issue a specific approval for complex navigation

specifications.

Note.— Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is

contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997).

Editorial note.— Renumber subsequent paragraphs accordingly.

. . .

B-8

APPENDIX 6. AIR OPERATOR CERTIFICATE (AOC)

(Note. — See Chapter 4, 4.2.1.5 and 4.2.1.6)

. . .

OPERATIONS SPECIFICATIONS (subject to the approved conditions in the operations manual)

. . .

SPECIAL AUTHORIZATIONS SPECIFIC APPROVAL

YES NO SPECIFIC APPROVALS9 DESCRIPTION

9 REMARKS

. . .

EDTO14

☐ N/A ☐ ☐ Threshold time

15: _____ minutes

Maximum diversion time15

: _____ minutes

Navigation Complex navigation specifications for PBN operations

☐ ☐

16

. . .

Notes.—

. . . 16. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification authorization approval (e.g.

RNAV 10, RNAV 1, RNP 4 RNP AR APCH), with appropriate limitations or conditions listed in the “Specific Approvals Description”

and/or “Remarks” columns column.

17. Limitations, conditions and regulatory basis for operational approval associated with the performance-based navigation

specifications (e.g. GNSS, DME/DME/IRU). Information on performance-based navigation, and guidance concerning the

implementation and operational approval process, are contained in the Performance-based Navigation (PBN) Manual (Doc 9613).

Editorial note.— Renumber subsequent notes accordingly.

Origin

FLTOPSP/1

Rationale

The proposed amendments to Annex 6, Part I address a manner to approve

PBN operations, aligned with the current PBN framework, in the same way

that other operations are approved in Annex 6 (i.e. by including them in the

operations manual which is approved by the State of the Operator). It also

introduces the notion of “complex” PBN operations. These operations would

require a specific approval (i.e. the approval would have to be included in the

OPSPECS for commercial air transport).

Furthermore, a proposal to amend the columns in the OPSPEC table are a

result of the FLTOPSP work on clarification of those ICAO SARPs which are

required to be included in the template in line with the purpose and scope

statements of Appendix 6 to Annex 6, Part I.

B-9

Finally, the Performance-Based Navigation (PBN) Operational Approval

Manual (Doc 9997) is being updated to provide guidance on what should be

considered a complex PBN operation.

. . .

PROPOSAL REGARDING

ADJUSTMENTS TO ENHANCED VISION SYSTEMS

ATTACHMENT I. AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD),

EQUIVALENT DISPLAYS AND VISION SYSTEMS

Supplementary to Chapter 4, 4.2.8.1.1, and Chapter 6, 6.23

Introduction

The material in this attachment provides guidance for certified automatic landing systems, HUD,

equivalent displays and vision systems intended for operational use in aircraft aeroplanes engaged in

international air navigation. A HUD, vision These systems and hybrid systems may be installed and

operated to reduce workload, improve guidance, enhance reduce flight technical error and enhance

situational awareness and/or obtain an operational credit by establishing minima below the aerodrome

operating minima, for approach ban purposes, or reducing the visibility requirements or requiring fewer

ground facilities as compensated for by airborne capabilities credits. Automatic landing systems, HUD,

equivalent displays and vision systems may be installed separately or together as part of a hybrid system.

Any operational credit to be obtained from for their use requires a specific approval from the State of the

Operator.

Note 1.— “Vision systems” is a generic term referring to the existing systems designed to provide

images, i.e. enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems

(CVS).

Note 2.— Operational credit can be granted only within the limits of the design airworthiness

approval.

Note 3.— Currently, operational credit has been given only to vision systems containing an image

sensor providing a real-time image of the actual external scene on the a HUD.

Note 4.— More detailed information and guidance on automatic landing systems, HUD, equivalent

displays and vision systems is contained in the Manual of All-Weather Operations (Doc 9365). This

manual should be consulted in conjunction with this attachment.

B-10

1. HUD and equivalent displays

1.1 General

1.1.1 A HUD presents flight information into the pilot’s forward external field of view without

significantly restricting that external view.

1.1.2 A variety of flight Flight information may should be presented on a HUD depending on or an

equivalent display, as required for the intended flight operation, flight conditions, systems capabilities and

operational approval. A HUD may include, but is not limited to, the following: use.

a) airspeed; b) altitude; c) heading; d) vertical speed; e) angle of attack; f) flight path or velocity vector; g) attitude with bank and pitch references; h) course and glide path with deviation indications; i) status indications (e.g. navigation sensor, autopilot, flight director); and j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning).

1.2 Operational applications

1.2.1 Flight operations with a HUD can improve situational awareness by combining flight

information located on head-down displays with the external view to provide pilots with more immediate

awareness of relevant flight parameters and situation information while they continuously view the

external scene. This improved situational awareness can also reduce errors in flight operations and

improve the pilot’s ability to transition between instrument and visual references as meteorological

conditions change. Flight operations applications may include the following: a) enhanced situational awareness during all flight operations, but especially during taxi, take-off,

approach and landing; b) reduced flight technical error during take-off, approach and landing; and c) improvements in performance due to precise prediction of touchdown area, tail strike

awareness/warning and rapid recognition of and recovery from unusual attitudes. 1.2.2 A HUD may be used for the following purposes: a) to supplement conventional flight deck instrumentation in the performance of a particular task or

operation. The primary cockpit instruments remain the primary means for manually controlling or manoeuvring the aircraft; and

B-11

b) or as a primary flight display: 1) information presented by the HUD may be used by the pilot in lieu of scanning head-down

displays. Operational approval of a HUD for such use allows the pilot to control the aircraft by reference to the HUD for approved ground or flight operations; and

2) information presented by the HUD may be used as a means to achieve additional navigation

or control performance. The required information is displayed on the HUD. Operational credit, in the form of lower minima, for a HUD used if certified for this purpose may be approved for a particular aircraft or automatic flight control system. Additional credit may also be allowed when conducting HUD operations in situations where automated systems are otherwise used.

1.2.3 A An approved HUD, as a stand-alone system, may:

a) qualify for operations with reduced visibility or reduced RVR; or

b) replace some parts of the ground facilities such as touchdown zone and/or centre line lights.

Examples and references to publications in this regard can be found in the Manual of All-Weather

Operations (Doc 9365). 1.2.4 A HUD or The functions of a HUD may be provided by a suitable equivalent display is one

that has at least the following characteristics: it has a head-up presentation not requiring transition of

visual attention from head down to head up; it displays sensor-derived imagery conformal to the pilot’s

external view; it permits simultaneous view of the EVS sensor imagery, required aircraft flight

symbology, and the external view; and its display characteristics and dynamics are suitable for manual

control of the aircraft, however, . However, before such systems can be used, the appropriate

airworthiness and operational approvals approval should be obtained.

1.3 HUD training

1.3.1 Training and recent experience requirements for operations using HUD or equivalent displays

should be established, monitored and approved by the State of the Operator. Training requirements

programmes should include requirements for recent experience if the be approved by the State determines

that these requirements are significantly different than the current requirements for the use of

conventional head-down instrumentation of the Operator and the implementation of the training should be

subject to oversight by that State.

1.3.2 HUD The training should address all flight operations for which the HUD is designed and

operationally approved. Some training elements may require adjustments based on whether the aeroplane

has a single or dual HUD installation. Training should include contingency procedures required in the

event of head-up display degradation or failure. HUD training should include the following elements as

applicable to the intended use: or equivalent display is used. a) an understanding of the HUD, its flight path, energy management concepts and symbology. This

should include operations during critical flight events (e.g. ACAS traffic advisory/resolution advisory, upset and wind shear recovery, engine or system failure);

b) HUD limitations and normal procedures, including maintenance and operational checks

performed to ensure normal system function prior to use. These checks include pilot seat adjustment to attain and maintain appropriate viewing angles and verification of HUD operating modes;

c) HUD use during low visibility operations, including taxi, take-off, instrument approach and

B-12

landing in both day and night conditions. This training should include the transition from head-down to head-up and head-up to head-down operations;

d) failure modes of the HUD and the impact of the failure modes or limitations on crew

performance; e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with

head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the pilot equipped with a HUD;

f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use

of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other pilot;

g) consideration of the potential for loss of situational awareness due to “tunnel vision” (also known

as cognitive tunnelling or attention tunnelling); h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a

HUD; and i) HUD airworthiness requirements.

2. Vision systems

2.1 General

2.1.1 Vision systems can display electronic real-time images of the actual external scene achieved

through the use of image sensors (,i.e. EVS) , or display synthetic images, which are derived from the on-

board avionic systems (, i.e. SVS) . Vision systems can also consist of a combination of these two

systems or , called combined vision systems (i.e. CVS) . Such a system may display electronic real-time

images of the external scene using the EVS component of the system. However, the merging of EVS and

SVS into a CVS is dependent on the intended function (e.g. whether or not there is intent to achieve

operational credit). The information from vision systems may be displayed head-up and/or head-down.

Operational credit, which may be granted to vision systems, is currently only applicable when real-time

image information is displayed head-up. 2.1.2 The information from vision systems may be displayed on a head-up or head-down display.

When enhanced vision imagery is displayed on a HUD, it should be presented to the pilot’s forward

external field of view without significantly restricting that external view. 2.1.3 The enhanced position fixing and guidance provided by SVS may provide additional safety

for all phases of flight especially low visibility taxi, take-off, approach and landing operations. 2.1.4 Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to

the fact that LED lights are not incandescent and they do not have a significant heat signature. Operators

of such vision systems will need to acquire information about the LED implementation programmes at

aerodromes where they intend to operate. More details about the consequences of LED lights are

contained in the Manual of All-Weather Operations (Doc 9365).

B-13


2.2.1 Flight operations with enhanced vision image sensors EVS allow the pilot to view an image of

the external scene obscured by darkness or other visibility restrictions. When the external scene is

partially obscured, enhanced vision imaging may The use of EVS will also allow the pilot to acquire

acquisition of an image of the external scene earlier than with natural or , unaided vision, hence providing

for a smoother transition to references by natural vision. The improved acquisition of an image of the

external scene may improve situational awareness. It may also qualify for operational credit if the

information from the vision system is presented to the pilots in a suitable way and the necessary

airworthiness approval and specific approval by the State of the Operator have been obtained for the

combined system.

2.2.2 Vision system imagery may also allow enable pilots to detect other aircraft on the ground,

terrain or obstructions on the runway or adjacent to runways or taxiways. A vision system image can also

provide visual cues to enable earlier runway alignment and a more stabilized approach.

2.2.3 The combined display of aircraft performance, guidance and imagery may allow the pilot to

maintain a more stabilized approach and smoothly transition from enhanced visual references to natural

visual references.

2.3 Vision systems training Operational concepts

2.3.1 Training requirements should be established, monitored and approved by the State of the

Operator. Training requirements should include recency of experience requirements if the State of the

Operator determines that these requirements are significantly different than the current requirements for

the use of a HUD without enhanced vision imagery or conventional head-down instrumentation.

2.3.2 Training should address all flight operations for which the vision system is approved. This

training should include contingency procedures required in the event of system degradation or failure.

Training for situational awareness should not interfere with other required operations. Training for

operational credit should also require training on the applicable HUD used to present the enhanced visual

imagery. Training should include the following elements as applicable:

a) an understanding of the system characteristics and operational constraints; b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant

versus thermal energy and resulting images); c) operational constraints, normal procedures, controls, modes and system adjustments; d) limitations; e) airworthiness requirements; f) vision system display during low visibility operations, including taxi, take-off, instrument

approach and landing; system use for instrument approach procedures in both day and night conditions;

g) failure modes and the impact of failure modes or limitations upon crew performance, in

particular, for two-pilot operations; h) crew coordination and monitoring procedures and pilot call-out responsibilities;

B-14

i) transition from enhanced imagery to visual conditions during runway visual acquisition; j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area; k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the

vision system; and l) effects of aerodrome lighting using LED lights.

2.4 Operational concepts

2.4.1 Instrument approach operations that involve the use of vision systems include the an

instrument phase and the a visual phase. The instrument phase ends at the published MDA/H or DA/H

unless a missed approach is initiated. Using the EVS or CVS does not change the applicable MDA/H or

DA/H. The continued approach to landing from MDA/H or DA/H will be conducted using visual

references. The This also applies to operations with vision systems. The difference is that the visual

references will be acquired by use of an EVS or CVS, natural vision or a the vision system in

combination of the two with natural vision (see Figure I-1).

2.4.2 2.3.2 Down to a defined height in the visual segment, typically at or below 30 m (100 ft), the

visual references will may be acquired solely by means of the vision system. The defined height depends

on the airworthiness approval and specific approval by the State of the Operator. Below this height the

visual references should be solely based on natural vision. In the most advanced applications, the vision

system is expected to be able to may be used down to touchdown without the requirement for natural

vision acquisition of visual references. Using the EVS or CVS does not change the classification of an

instrument approach procedure, since the published DA/H remains unchanged and manoeuvring below

DA/H is conducted by visual references acquired by means of the EVS or CVS. This means that such a

vision system may be the sole means of acquiring visual references and can be used without natural

vision.

2.4.3 In addition to the operational credit that EVS/CVS is able to provide, these systems may also

provide an operational and safety advantage through improved situational awareness, earlier acquisition

of visual references and smoother transition to references by natural vision. These advantages are more

pronounced for Type A approach operations than for Type B approach operations.

2.4 Vision systems training

2.4.1 Training and recent experience requirements should be established by the State of the

Operator. Training programmes should be approved by the State of the Operator and the implementation

of the training should be subject to oversight by that State. Training should address all flight operations

for which the vision system is used.

2.5 Visual references

2.5.1 The In principle, the required visual references do not change due to the use of an EVS or

CVS, but those references are allowed to be acquired by means of either vision system until a certain

height during the approach (see Figure I-1) as described in paragraph 2.3.1.

B-15

Editorial note.— Move Figure I-1 under new paragraph 2.3.1.

EVS operations

Figure I-1. EVS operations — transition from instrument to visual references

2.5.2 In regions States that have developed requirements for operations with vision systems, the use of

visual references have been regulated and examples of this are indicated in Table I-1 provided in the

Manual of All-Weather Operations (Doc 9365).

Visual segment= visual manoeuvring

Instrument segment

MDA/H, DA/H

H above THR

(H = 30 m (100 ft) or 60 m (200 ft))

References bynatural vision

References byHUD and EVS

B-16

Table I-1. Examples of operational credits

OPERATIONS BELOW DA/DH OR MDA/MDH

Example 1 Example 2

For procedures designed to support Type A operations, the following visual references for the intended runway should be distinctly visible and identifiable: • the approach lighting system; or • the runway threshold, identified by at least one

of the following: — the beginning of the runway landing surface; — threshold lights; or — runway end identifier lights; and • the touchdown zone, identified by at least one of

the following: — the runway touchdown zone landing surface; — touchdown zone lights; — touchdown zone markings; or — runway lights.

For procedures designed to support 3D Type A and Type B CAT I operations, the following visual references should be displayed and identifiable to the pilot on the EVS image: • elements of the approach lighting system; or • the runway threshold, identified by at least one

of the following: — the beginning of the runway landing surface; — threshold lights; — threshold identification lights; or — the touchdown zone, identified by at least

one of the following: – the runway touchdown zone landing

surface; – touchdown zone lights; – touchdown zone markings; or – runway lights.

Operations below 60 m (200 ft) above touchdown zone elevation

Operations below 60 m (200 ft) above threshold elevation

No additional requirements apply at 60 m (200 ft). For procedures designed to support 3D Type A operations, the visual references are the same as those specified below for Type B CAT I operations.



The visibility must be sufficient for the following to be distinctly visible and identifiable to the pilot without reliance on the EVS: • the lights or markings of the threshold; or • the lights or markings of the touchdown zone.

For procedures designed to support Type B CAT II operations, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: • the lights or markings of the threshold; or • the lights or markings of the touchdown zone.

3. Hybrid systems

3.1 A hybrid system generically means that two or more systems are combined. The hybrid system

typically has improved performance compared to each of the component systems, which in turn may

qualify for operational credit. Vision systems are normally part of a hybrid system, e.g. EVS is typically

combined with a HUD. Including more components The inclusion of more systems in the hybrid system

B-17

normally enhances the performance of the system. The Manual of All-Weather Operations (Doc 9365)

contains some examples of hybrid systems.

3.2 Table I-2 provides some examples of hybrid system components. Any combination of the listed

systems may constitute a hybrid system. The degree of operational credit that may be given to a hybrid

system depends on its performance (accuracy, integrity and availability) as assessed and determined by

the certification and operational approval processes.

Table I-2. Examples of hybrid system components

Systems based on image sensors Systems not based on image sensors

EVS • Passive infrared sensors • Active infrared sensors • Passive millimetre wave radiometer • Active millimetre wave radar

SVS

Autoflight systems, flight control computers, automatic landing systems

Systems for position fixing

CVS (where the EVS component as above qualifies for operational credit)

CVS (the SVS component)

HUD, equivalent display

ILS, GNSS

4. Operational credits

4.1 Aerodrome operating minima are expressed in terms of minimum visibility/RVR and MDA/H

or DA/H. With respect to operational credit this means that the visibility/RVR requirements, established

in the instrument approach procedure, may be reduced or satisfied for aircraft equipped with appropriately

approved vision systems such as EVS. Reasons for granting operational credit may be when aircraft are

better equipped than what was originally considered when designing the instrument approach procedure

or when runway visual aids considered in the design of the procedure are not available but can be

compensated for by on-board equipment. When aerodrome operating minima are established, the

combined capability of the aeroplanes equipment and on-ground infrastructure should be taken into

account. Better equipped aeroplanes may be able to operate into lower natural visibility conditions, lower

DA/H and/or operate with less ground infrastructure. Operational credit means that the aerodrome

operating minima may be reduced in case of suitably equipped aeroplanes. Another way to grant

operational credit is to allow visibility requirements to be fulfilled, wholly or partly, by means of the

on-board systems. HUD, automatic landing or vision systems were not available at the time when the

criteria for aerodrome operating minima were originally established.

4.2 Credits related to visibility/RVR can be given using at least three concepts. The first concept is

to reduce the required RVR which will allow the aircraft to continue the approach beyond the approach

ban point with a reported RVR lower than what was established for the approach procedure. Where a

minimum visibility is prescribed, a second concept to grant operational credit may be used. In this case,

the required minimum visibility is kept unchanged, but it is satisfied by means of the on-board equipment,

typically an EVS. The result of both these concepts is that operations are allowed in meteorological

conditions where otherwise they would not be possible. A third concept is to give operational credit by

allowing operations in visibility/RVR which are not lower than those established for the approach

B-18

procedure, but the approach operation is conducted with less facilities on the ground. One example of the

latter is to allow Category II operations without touchdown and/or centre line lights, compensated for by

additional on-board equipment, e.g. a HUD.

4.3 Granting The granting of operational credits does not affect the classification (i.e. Type or

Category) of an instrument approach procedure since, as described in Standard 4.2.8.3, instrument

approach procedures they are designed to support a given instrument approach operation (i.e. type,

category). However, the design of those procedures may not take into consideration on-board equipment

that may compensate for facilities on the ground. Instrument approach operations instrument approach

operations conducted using aeroplanes with the minimum equipment prescribed.

4.4 In order to provide optimum service, the ATS may have to be informed about the capabilities of

better-equipped aircraft, e.g. which is the minimum RVR required.

4.5 In addition to the operational credit that a HUD, vision systems and hybrid systems are able to

provide, these systems will also provide an operational and safety advantage through improved situational

awareness, earlier acquisition of visual references and smoother transition to references by natural vision.

These advantages are more pronounced for 3D Type A approach operations than for Type B approach

operations.

4.3 The relation between the procedure design and the operation can be described as follows. The

OCA/H is the end product of the procedure design, which does not contain any RVR or visibility values.

Based on the OCA/H and all the other elements such as available runway visual aids, the operator will

establish MDA/H or DA/H and RVR/visibility, i.e. the aerodrome operating minima. The values derived

should not be less than those prescribed by the State of the Aerodrome.

5. Operational procedures

5.1 It is not prohibited to use vision systems in connection with circling. However, due to the

system layout of a vision system and the nature of a circling procedure, key visual references can be

obtained only by natural vision, and operational credit is not feasible for existing vision systems. The

vision system may provide additional situational awareness.

5.2 The operational procedures associated with the use of a HUD, vision systems and hybrid

systems should be included in the operations manual. The instructions in the operations manual should

include:

a) any limitation that is imposed by the airworthiness or operational approvals; b) how operational credit affects: 1) flight planning with respect to destination and alternate aerodromes; 2) ground operations; 3) flight execution, e.g. approach ban and minimum visibility; 4) crew resource management that takes into account the equipment configuration, e.g. the pilots

may have different presentation equipment; 5) standard operating procedures, e.g. use of autoflight systems, call-outs that may be particular

B-19

to the vision system or hybrid system, criteria for stabilized approach; 6) ATS flight plans and radio communication. 5.1 In accordance with 6.23.2 the operator should develop suitable operational procedures associated with the use of an automatic landing system, a HUD or an equivalent display, vision systems and hybrid systems. These procedures should be included in the operations manual and cover at least the following: a) limitations; b) operational credits; c) flight planning; d) ground and airborne operations; e) crew resource management; f) standard operating procedures; and g) ATS flight plans and communication.

6. Approvals

6.1 General

Note.— When the application for a specific approval relates to operational credits for systems not

including a vision system, the guidance on approvals in this attachment may be used to the extent

applicable as determined by the State of the Operator.

6.1.1 An operator that wishes to conduct operations with an automatic landing system, a HUD or an

equivalent display, a vision system or a hybrid system will need to obtain certain approvals (i.e. 4.2.8.1.1

and 6.23) as prescribed in the relevant SARPs. The extent of the approvals will depend on the intended

operation and the complexity of the equipment. 6.1.2 Enhanced vision imagery may be used to improve Systems that are not used for an operational

credit or otherwise critical to the aerodrome operating minima, e.g. vision systems used to enhance

situational awareness may be used without a specific operational approval. However, the standard

operating procedures for these types of operations need to be systems should be specified in the

operations manual. An example of this type of operation may include an EVS or an SVS on a head-down

display that is used only for situational awareness of the surrounding area of the aircraft aeroplane during

ground operations where the display is not in the pilot’s primary field of view. For enhanced situational

awareness, the installation and operational procedures need to ensure that the operation of the vision

system does not interfere with normal procedures or the operation or use of other aircraft aeroplane

systems. In some cases, modifications to these normal procedures for other aircraft aeroplane systems or

equipment may be necessary to ensure compatibility. 6.1.3 When a vision system or a hybrid system with vision systems imagery is used for operational

credit, operational approvals will typically require that the imagery be combined with flight guidance and

presented on a HUD. Operational approvals may require that this information also be presented on a

B-20

head-down display. Operational credit may be applied for any flight operation, but credit for instrument

approach and take-off operations is most common. 6.1.4 When the application for approval relates to operational credits for systems not including a

vision system, the guidance in this attachment may be used to the extent applicable as determined by the

State of the Operator or the State of Registry for general aviation. 6.1.5 Operators should be aware that some States may require some information about the

operational credit(s) which has been granted by the State of the Operator or the State of Registry for

general aviation. Typically the approval from that State will have to be presented, and in some cases the

State of the Aerodrome may wish to issue an approval or to validate the original approval.

6.1.3 The Standard in Annex 6, Part I, 6.23.1, requires that the use of an automatic landing system,

a HUD, an equivalent display, EVS, SVS or CVS or any combination of those systems into a hybrid

system, should be approved by the State of the Operator when those systems are used “for the safe

operation of an aeroplane”. When operational credits have been granted by the State of the Operator per

Standard in Annex 6, Part I, 4.2.8.1.1, the use of that system becomes essential for the safety of such

operations and is subject to a specific approval. The use of these systems solely for enhanced situational

awareness, reduced flight technical error and/or reduced workload is an important safety feature, but does

not require a specific approval.

6.1.4 Any operational credit that has been granted should be reflected in the operation

specifications for the type or individual aeroplane as applicable.

6.2 Approvals Specific approvals for operational credit

6.2.1 To obtain a specific approval for operational credit the operator will need to specify the

desired operational credit and submit a suitable application. The content of a suitable application should

include: a) Applicant details. required for all approval requests. The official name and business or trading

name(s), address, mailing address, e-mail address and contact telephone/fax numbers of the applicant.

Note.— For AOC holders, the holder’s company name, AOC number and e-mail. address should

be required. b) Aircraft details. required for all approval requests. Aircraft make(s), model(s) and registration

mark(s). c) Operator’s vision system compliance list. The contents of the compliance list are included in

Table I-3. the Manual of All-Weather Operations (Doc 9365). The compliance list should include the information that is relevant to the specific approval requested and the registration marks of the aircraft involved. If more than one type of aircraft/fleet is included in a single application a completed compliance list should be included for each aircraft/fleet.

d) Documents to be included with the application. Copies of all documents referred to in column 4

of which the operator’s vision system compliance list (Table I-3) operator has made references should be included when returning in the completed application form to the civil aviation authority. There should be no need to send complete manuals; only the relevant sections/pages should be required. Additional guidance material can be found in the Manual of All-Weather Operations (Doc 9365).

e) Name, title and signature.

B-21

Table I-3. Example of an AOC vision system 6.2.2 The following items should be covered in a vision

systems compliance list:

Main heading Expanded areas to be

addressed by the application Sub-requirements

Operator’s operations

manual reference or document reference

1.0 Reference documents

used in compiling the

submission

The submission should be

based on current up-to-date

regulatory material.

A compliance statement

showing how the criteria of the

applicable regulations and

requirements have been

satisfied.

2.0 Aircraft flight manual

(AFM)

A copy of the relevant AFM

entry showing the aircraft

certification basis for the

vision system and any

operational conditions.

3.0 Feedback and reporting

of significant problems

An outline of the process for

the reporting of failures in the

operational use of procedures.

Note.— In particular,

significant problems with the

vision system/HUD system,

reporting on circumstances/

locations where the vision

system was unsatisfactory.

4.0 Instrument approach

chart provider and

operating minima

The name of the provider of

the relevant instrument

approach charts.

Confirmation that all

aerodrome operating minima

are established in accordance

with the method acceptable to

the relevant authority.

5.0 Operations manual

entries and standard

operating procedures

Manufacturer/operator-

developed.

Manufacturer’s procedures are

recommended as a starting

point and should include at

least the items in the sub-

Definitions.

Check that crew members are

qualified for vision

system/HUD operations.

MEL handling.

Equipment required for vision

system operations.

B-22





requirements column. Types of approach where vision

systems can be used.

Statement that the

autopilot/flight director should

be used whenever possible.

Minimum visual references for

landing.

Approach ban and RVR.

Stabilized approach criteria.

Correct seating and eye

position.

Crew coordination, e.g. duties

of the pilot flying and the pilot

not flying: • limitations; • designation of handling and

non-handling pilots; • use of automatic flight

control system; • checklist handling; • approach briefing; • radio communications

handling; • monitoring and cross-

checking of instruments and radio aids; and

• use of the repeater display by the pilot not flying.

Contingency procedures

including: • failures above and below

decision height; • ILS deviation warnings; • autopilot disconnect; • auto-throttle disconnect; • electrical failures; • engine failure; • failures and loss of visual

references at or below decision height;

• vision system/HUD failure below normal decision height;

• wind shear; • ACAS warnings; • EGPWS warnings.

B-23





6.0 Safety risk assessment

Operator’s safety risk

assessment.

1. reference documents used in compiling the submission for approval;

2. flight manual;

3. feedback and reporting of significant problems;

4. requested operational credit and resulting aerodrome operating minima;

5. operations manual entries including MEL and standard operating procedures;

6. safety risk assessments;

7. training programmes; and

8. continuing airworthiness

Expanded guidance on these items is contained in the Manual of All-Weather Operations (Doc 9365).

Origin

FLTOPSP/1

Rationale

Amendment 38 to Annex 6, Part I introduced significant modifications to the

FLTOPSP proposal regarding visions systems during the adoption process. As

a result, the accompanying guidance material was no longer clear and in some

cases no longer relevant. This proposal updates the guidance material

accordingly. Furthermore, in an effort to keep guidance material in the

attachments to Annex 6 more stable, a significant portion of that material has

been transferred to the Manual of All Weather Operations (Doc 9365).

. . .

— — — — — — — —

ATTACHMENT C to State letter AN 11/1.1.30-15/9

PROPOSED AMENDMENT TO ANNEX 6, PART II








with grey shading.


C-2





ANNEX 6


PART II

INTERNATIONAL GENERAL AVIATION — AEROPLANES

. . .

PROPOSAL REGARDING




. . .


operation.



Origin

FLTOPSP/1

Rationale

















C-3








…

Point of no return. The last possible geographic point at which an aeroplane aircraft can proceed to the

destination aerodrome as well as to an available en-route alternate aerodrome for a given flight.

Origin

ANC

Rationale

The PNR definition is being adjusted in all Parts of Annex 6 to accommodate

all “aircraft” instead of only “aeroplanes”.

. . .

SECTION 2

GENERAL AVIATION OPERATIONS

. . .

CHAPTER 2.2 FLIGHT OPERATIONS

. . . 2.2.3 Flight preparation

. . . 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 by day VFR, flight to the

aerodrome of intended landing, and after that, have a final reserve fuel for at least 30 minutes at normal cruising altitude; or

d) when the flight is conducted in accordance with the visual flight rules by night VFR, flight to the

aerodrome of intended landing and thereafter have a final reserve fuel for at least 45 minutes at normal cruising altitude.

C-4

Origin

FLTOPSP/1

Rationale


. . .

CHAPTER 2.5 AEROPLANE COMMUNICATION AND


2.5.1 Communication equipment

. . .

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.

Origin

FLTOPSP/1

Rationale


. . .

C-5

PROPOSAL REGARDING


CHAPTER 2.1 GENERAL

. . .

2.1.4 Specific approvals

2.1.4.1 The pilot-in-command shall not conduct operations for which a specific approval is

required unless such approval has been issued by the State of Registry. Specific approvals shall follow the

layout and contain at least the information listed in Appendix XX.

. . .

CHAPTER 2.4 AEROPLANE INSTRUMENTS, EQUIPMENT

AND FLIGHT DOCUMENTS

. . .

2.4.2 Aeroplanes on all flights

. . .

2.4.2.2 An aeroplane shall be equipped with or carry on-board:

. . . d) the following manuals, charts and information: 1) the flight manual or other documents or information concerning any operating limitations

prescribed for the aeroplane by the certificating authority of the State of Registry, required for the application of Chapter 2.3;

2) any specific approval issued by the State of Registry, if applicable, for the operation(s) to be

conducted; 2 3) current and suitable charts for the route of the proposed flight and all routes along which it is

reasonable to expect that the flight may be diverted;


. . .

C-6

CHAPTER 2.5 AEROPLANE COMMUNICATION AND


. . .

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 its flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under the VFR is

accomplished by visual reference to landmarks. 2.5.2.2 For operations where a navigation specification for performance-based navigation (PBN)

has been prescribed, an aeroplane shall, in addition to the requirements specified in 2.5.2.1: a) be provided with navigation equipment which will enable it to operate in accordance with the

prescribed navigation specification(s); and b) be authorized by the State of Registry for such operations. have information relevant to the

aeroplane navigation specification capabilities listed in the flight manual or other aeroplane documentation approved by the State of the Design or State of Registry; and

c) where the aeroplane is operated in accordance with a MEL, have information relevant to the

aeroplane navigation specification capabilities included in the MEL.

Note.— Information on performance-based navigation, and guidance concerning the implementation

and operational approval process, are Guidance on aeroplane documentation is contained in the

Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive

list of references to other documents produced by States and international bodies concerning navigation

systems.

2.5.2.3 The State of Registry shall establish criteria for operations where a navigation

specification for PBN has been prescribed.

2.5.2.4 In establishing criteria for operations where a navigation specification for PBN has been

prescribed, the State of Registry shall require that the operator/owner establish:




c) training for relevant personnel consistent with the intended operations; and



Note 1.— Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19,

are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997).

C-7

Note 2.— Electronic navigation data management is an integral part of normal and abnormal

procedures.

2.5.2.5 The State of Registry shall issue a specific approval for complex navigation

specifications.




. . .

Editorial note.— Insert new Appendix 2.4 as follows:

APPENDIX 2.4 GENERAL AVIATION SPECIFIC APPROVALS

(Note. — See Section 2, Chapter 2.1, 2.1.4)

1. Purpose and scope

1.1 Specific approvals shall have a standardized format which contains the minimum information

required in the specific approval template.

Note.— When the operations to be conducted require a specific approval, a copy of the document(s)

needs to be carried on aboard (see 2.4.2.2 ).

C-8

2. Specific approval template

SPECIFIC APPROVAL

ISSUING AUTHORITY and CONTACT DETAILS1

Issuing Authority1 __________________________________

Address ________________________________________

Signature: _______________________ Date2: __________________

Telephone: ______________________ Fax: ______________________ E-mail: _______________________

OWNER/OPERATOR

Name3: ___________________________ Address: ________________________________________


Aircraft model4 and registration marks:

SPECIFIC APPROVAL YES NO DESCRIPTION5 REMARKS

Low visibility operations

Approach and landing ☐ ☐ CAT6: _____ RVR: _____ m DH: _____ ft

Take-off ☐ ☐ RVR7: _____ m

Operational credit(s) ☐ ☐ 8

RVSM ☐ ☐

Complex navigation

specifications for PBN

operations

☐ ☐ 9

Other 10

☐ ☐

Notes.—

1. Civil aviation authority name and contact details, including the telephone country code and email if available.

2. Issuance date of the specific approval (dd-mm-yyyy) and signature of the authority representative.

3. Owner or operator’s name and address.

4. Insert the aeroplane make, model and series, or master series, if a series has been designated. The CAST/ICAO

taxonomy is available at: http://www.intlaviationstandards.org/.

5. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria).

6. Insert the applicable precision approach category (CAT II, IIIA, IIIB or IIIC). Insert the minimum RVR in metres and

decision height in feet. One line is used per listed approach category.

7. Insert the approved minimum take-off RVR in metres. One line per approval may be used if different approvals are

granted.

8. List the airborne capabilities (i.e. automatic landing, HUD, EVS, SVS, CVS) and associated operational credit(s)

granted.

9. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification approval (e.g.

RNP AR APCH), with appropriate limitations listed in the “Description” column.

\.

10. Other specific approvals or data can be entered here, using one line (or one multi-line block) per approval (e.g.

specific approach operations approval, MNPS).

C-9

End of new text

Origin

FLTOPSP/1

Rationale

The proposed amendment to Annex 6, Part II addresses a means, aligned with

the current PBN framework, for States to establish PBN operation criteria. It

also introduces the notion of “complex” PBN operations. These operations

would require a specific approval, however currently specific approvals for are

not addressed for general aviation (GA).

This amendment proposal includes a framework in the form of a template,

similar to the commercial air transport operations specifications (OPSPECS)

template, that would standardize specific approvals (letters of authorization)

for GA. The proposed specific approval template would not be exclusively for

PBN, it would also support other provisions that require a specific approval.




. . .

PROPOSAL REGARDING


SECTION 2

GENERAL AVIATION OPERATIONS

. . .


. . .

2.2.2 Operational management

. . .

2.2.2.2.1.1 The State of Registry may approve operational credit(s) for operations with aeroplanes

equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Such

approvals shall not affect the classification of the instrument approach procedure.

. . .

Note 2.— Guidance on operational credit for aircraft equipped with automatic landing systems, a

HUD or equivalent displays, EVS, SVS and CVS is contained in Attachment 2.B and in the Manual of All-

Weather Operations (Doc 9365).

C-10

Origin

FLTOPSP/1

Rationale

The amendment to paragraph 2.2.2.2.1.1 brings automatic landing systems

from Section 3 in this way the provision would apply to all GA aeroplanes.

. . .



. . .

2.4.15 Aeroplanes equipped with automatic landing systems, a head-up display (HUD) or equivalent displays, enhanced vision systems (EVS),

synthetic vision systems (SVS) and/or combined vision systems (CVS)

2.4.15.1 Where aeroplanes are equipped with automatic landing systems, a HUD or equivalent

displays, EVS, SVS or CVS, or any combination of those systems into a hybrid system, criteria for the

use of such systems for the safe operation of an aeroplane shall be established by the State of Registry.

. . .

2.4.15.2 In approving the operational establishing operational criteria for the use of automatic

landing systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure that:

a) the equipment meets the appropriate airworthiness certification requirements;

b) the operator/owner has carried out a safety risk assessment of associated with the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS;

c) the operator/owner has established and documented the procedures for the use of, and training

requirements for automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS.

Note 1.— Guidance on safety risk assessments is contained in the Safety Management Manual

(SMM) (Doc 9859).

Note 2.— Guidance on establishing operational approvals criteria is contained in Attachment 2.B.

Origin

FLTOPSP/1

Rationale

The amendments to 2.4.15 are required for consistency within the paragraph

and to meet the original intent of Amendment 33 to Annex 6, Part II. It is also

consistent with the language used for the EFB SARPs which were introduced

with Amendment 33 to Annex 6, Part II and brings automatic landing systems

from Section 3 so the provision would apply to all GA aeroplanes.

. . .

C-11

ATTACHMENT 2.B

AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD),

EQUIVALENT DISPLAYS AND VISION SYSTEMS

Supplementary to 2.2.2.2, and 2.4.15.1, 3.4.2.7 and 3.6.12

Introduction


equivalent displays and vision systems intended for operational use in aircraft engaged in international air

navigation. A HUD, vision These systems and hybrid systems may be installed and operated to reduce

workload, improve guidance, enhance reduce flight technical error and enhance situational awareness

and/or to obtain an operational credit by establishing minima below the aerodrome operating minima, for

approach ban purposes, or reducing the visibility requirements or requiring fewer ground facilities as

compensated for by airborne capabilities. credits. Automatic landing systems, HUD, equivalent displays

and vision systems may be installed separately or together as part of a hybrid system. Any operational

credit to be obtained from for their use requires a specific approval from the State of Registry.



(CVS).


approval.

Note 3.— Currently, operational credit has been given only to vision systems containing an image


Note 4.— More detailed information and guidance on automatic landing systems, HUD, equivalent

displays and vision systems are contained in the Manual of All-Weather Operations (Doc 9365.). This

manual should be consulted in conjunction with this Attachment.


1.1 General



1.1.2 A variety of flight Flight information may should be presented on a HUD depending on, or an

equivalent display, as required for the intended flight operation, flight conditions, systems capabilities and

operational approval. A HUD may include, but is not limited to, the following:use.

a) airspeed;

b) altitude;

c) heading;

d) vertical speed;

C-12

e) angle of attack;

f) flight path or velocity vector;

g) attitude with bank and pitch references;

h) course and glide path with deviation indications;

i) status indications (e.g. navigation sensor, autopilot, flight director); and

j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning).







conditions change. Flight operations applications may include the following:

a) enhanced situational awareness during all flight operations, but especially during taxi, take-off,

approach and landing;

b) reduced flight technical error during take-off, approach and landing; and

c) improvements in performance due to precise prediction of touchdown area, tail strike

awareness/warning and rapid recognition of and recovery from unusual attitudes.

1.2.2 A HUD may be used for the following purposes:

a) to supplement conventional flight deck instrumentation in the performance of a particular task or

operation. The primary cockpit instruments remain the primary means for manually controlling or

manoeuvring the aircraft; and

b) or as a primary flight display;

1) information presented by the HUD may be used by the pilot in lieu of scanning head-down

displays. Operational approval of a HUD for such use allows the pilot to control the aircraft

by reference to the HUD for approved ground or flight operations; and

2) information presented by the HUD may be used as a means to achieve additional navigation

or control performance. The required information is displayed on the HUD. Operational

credit, in the form of lower minima, for a HUD used if certified for this purpose may be

approved for a particular aircraft or automatic flight control system. Additional credit may

also be allowed when conducting HUD operations in situations where automated systems are

otherwise used.

C-13





Operations (Doc 9365).

1.2.4 A The functions of a HUD may be provided by a suitable equivalent display is one that has at

least the following characteristics: it has a head-up presentation not requiring transition of visual attention

from head down to head up; it displays sensor-derived imagery conformal to the pilot’s external view; it

permits simultaneous view of the EVS sensor imagery, required aircraft flight symbology, and the

external view; and its display characteristics and dynamics are suitable for manual control of the aircraft. ,

however . However, before such systems can be used, the appropriate airworthiness and operational

approvals approval should be obtained.

1.3 HUD training


should be established, monitored and approved by the State of the Operator or the State of Registry for

general aviation. Training requirements should include requirements for recent experience if the State

determines that these requirements are significantly different than the current requirements for the use of

conventional head-down instrumentation.

1.3.2 HUD The training should address all flight operations for which the HUD is designed and

operationally approved. Some training elements may require adjustments based on whether the aeroplane


event of head-up or equivalent display degradation or failure. HUD training should include the following

elements as applicable to the intended use: is used.

a) an understanding of the HUD, its flight path, energy management concepts and symbology. This

should include operations during critical flight events (e.g. ACAS traffic advisory/resolution

advisory, upset and wind shear recovery, engine or system failure);

b) HUD limitations and normal procedures, including maintenance and operational checks

performed to ensure normal system function prior to use. These checks include pilot seat

adjustment to attain and maintain appropriate viewing angles and verification of HUD operating

modes;

c) HUD use during low visibility operations, including taxi, take-off, instrument approach and

landing in both day and night conditions. This training should include the transition from head-

down to head-up and head-up to head-down operations;

d) failure modes of the HUD and the impact of the failure modes or limitations on crew

performance;

e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with

head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the

pilot equipped with a HUD;

f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use

of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other

C-14

pilot;

g) consideration of the potential for loss of situational awareness due to “tunnel vision” (also known

as cognitive tunnelling or attention tunnelling);

h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a

HUD; and

i) HUD airworthiness requirements.

2. Vision systems

2.1 General

2.1.1 Vision systems can display electronic real-time images of the actual external scene achieved

through the use of image sensors (EVS) , i.e. EVS, or display synthetic images, which are derived from

the on-board avionic systems (SVS) , i.e. SVS. Vision systems can also consist of a combination of these

two systems or called combined vision systems (CVS). Such a system may display electronic real-time

images of the external scene using the EVS component of the system. However, the merging of EVS and

SVS into a CVS is dependent on the intended function (e.g. whether or not there is intent to achieve

operational credit). The information from vision systems may be displayed head-up and/or head-down.

Operational credit, which may be granted to vision systems, is currently only applicable when real-time

image information is displayed head-up.

2.1.2 The information from vision systems may be displayed on a head-up or head-down display.


external field of view without significantly restricting that external view.

2.1.3 The enhanced position fixing and guidance provided by SVS may provide additional safety

for all phases of flight especially low visibility taxi, take-off, approach and landing operations.

2.1.4 Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to

the fact that LED lights are not incandescent and they do not have a significant heat signature. Operators


aerodromes where they operate. intend to operate. More details about the consequences of LED lights are

contained in the Manual of All-Weather Operations (Doc 9365).









airworthiness approval and specific approval by the State of Registry have been obtained for the

combined system.

C-15

2.2.2 Vision system imagery may also allow enable pilots to detect other aircraft on the ground,


provide visual cues to enable earlier runway alignment and a more stabilized approach.

2.2.3 The combined display of aircraft performance, guidance and imagery may allow the pilot to


visual references.





the use of a HUD without enhanced vision imagery or conventional head-down instrumentation.

2.3.2 Training should address all flight operations for which the vision system is approved. This




imagery. Training should include the following elements as applicable:

a) an understanding of the system characteristics and operational constraints;

b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant

versus thermal energy and resulting images);

c) operational constraints, normal procedures, controls, modes and system adjustments;

d) limitations;

e) airworthiness requirements;

f) vision system display during low visibility operations, including taxi, take-off, instrument

approach and landing; system use for instrument approach procedures in both day and night

conditions;


particular, for two-pilot operations;

h) crew coordination and monitoring procedures and pilot call-out responsibilities;

i) transition from enhanced imagery to visual conditions during runway visual acquisition;

j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area;

k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the

vision system; and

l) effects of aerodrome lighting using LED lights.

C-16


Instrument segment

MDA/H, DA/H

H above THR

(H = 30 m (100 ft) or 60 m (200 ft))



2.4 2.3 Operational concepts

2.43.1 Instrument approach operations that involve the use of vision systems include the an





references will be acquired by use of an EVS or CVS, natural vision or athe vision system in combination

of the two with natural vision.

2.43.2 Down to a defined height in the visual segment, typically at or below 30 m (100 ft.), the


on the airworthiness approval and the specific approval by the State of Registry. Below this height the

visual references should be solely based on natural vision. In the most advanced applications, the vision

system is expected to be able to may be used down to touchdown without the requirement for natural

vision acquisition of visual references. Using the EVS or CVS does not change the classification of an

instrument approach procedure, since the published DA/H remains unchanged and manoeuvring below

DA/H is conducted by visual references acquired by means of the EVS or CVS. This means that such a

vision system may be the sole means of acquiring visual references and can be used without natural

vision.

EVS operations

Figure 2.B-1. EVS operations — transition from instrument to visual references

C-17






2.4.1 Training and recent experience requirements should be established, by the State of Registry.

Training should address all flight operations for which the vision system is used.


2.5.1 The In principle the required visual references do not change due to the use of an EVS or

CVS, but those references are allowed to be acquired by means of either the vision system until a certain

height during the approach (see Figure 2.B-1) as described in paragraph 2.3.2.

2.5.2 In regions In States that have developed requirements for operations with vision systems, the

use of visual references have been regulated and examples of this are indicated provided in Table 2.B-1

the Manual of All-Weather Operations (Doc 9365).

3. Hybrid systems



qualify for operational credit. Vision systems are normally part The inclusion of a hybrid system, e.g.

EVS is typically combined with a HUD. Including more components systems in the hybrid system



3.2 Table 2.B-2 provides some examples of hybrid system components. Any combination of the

listed systems may constitute a hybrid system. The degree of operational credit that may be given to a

hybrid system depends on its performance (accuracy, integrity and availability) as assessed and

determined by the certification and operational approval processes.

Figure 2.B-1. EVS operations — transition from instrument to visual references



or DA/H. With respect to operational credit this means that the visibility/RVR requirements, established

in the instrument approach procedure, may be reduced or satisfied for aircraft equipped with appropriately

approved vision systems such as EVS. Reasons for granting operational credit may be when aircraft are

better equipped than what was originally considered when designing the instrument approach procedure

or when runway visual aids considered in the design of the procedure are not available but can be

compensated for by on-board equipment When aerodrome operating minima are established, the

combined capability of the aircraft equipment and on-ground infrastructure should be taken into account.

Better equipped aircraft may be able to operate into lower natural visibility conditions, lower DA/H

and/or operate with less ground infrastructure. Operational credit means that the aerodrome operating

minima may be reduced in case of suitably equipped aircraft. Another way to grant operational credit is to

C-18

allow visibility requirements to be fulfilled, wholly or partly, by means of the on-board systems. HUD,

automatic landing or vision systems were not available at the time when the criteria for aerodrome

operating minima were originally established.




minimum visibility is prescribed, a second concept to grant operational credit may be used. In this case,

the required minimum visibility is kept unchanged, but it is satisfied by means of the on-board equipment,

typically an EVS. The result of both these concepts is that operations are allowed in meteorological

conditions where otherwise they would not be possible. A third concept is to give operational credit by

allowing operations in visibility/RVR which are not lower than those established for the approach

procedure, but the approach operation is conducted with less facilities on the ground. One example of the

latter is to allow Category II operations without touchdown and/or centre line lights, compensated for by

additional on-board equipment, e.g. a HUD.

4.3 Granting operational credits does not affect the classification of an instrument approach

procedure since, as described in Standard 2.2.2.2.2, instrument approach procedures are designed to

support a given instrument approach operation (i.e. type, category). However, the design of those

procedures may not take into consideration on-board equipment that may compensate for facilities on the

ground.

Table 2.B-1. Examples of operational credits


Example 1 Example 2

For procedures designed to support Type A

operations, the following visual references for the

intended runway should be distinctly visible and

identifiable:

• the approach lighting system; or

• the runway threshold, identified by at least one

of the following:

— the beginning of the runway landing surface;

— threshold lights; or

— runway end identifier lights; and

• the touchdown zone, identified by at least one of

the following:

— the runway touchdown zone landing surface;

— touchdown zone lights;

— touchdown zone markings; or

— runway lights.

For procedures designed to support 3D Type A and

Type B CAT I operations, the following visual

references should be displayed and identifiable to

the pilot on the EVS image:

• elements of the approach lighting system; or

• the runway threshold, identified by at least one

of the following:

— the beginning of the runway landing surface;

— threshold lights;

— threshold identification lights; or

— the touchdown zone, identified by at least

one of the following:

– the runway touchdown zone landing

surface;

– touchdown zone lights;

– touchdown zone markings; or

– runway lights.

Operations below 60 m (200 ft)

above touchdown zone elevation


above threshold elevation

No additional requirements apply at 60 m (200 ft). For procedures designed to support 3D Type A

C-19

operations, the visual references are the same as

those specified below for Type B CAT I operations.


above touchdown zone elevation


above threshold elevation

The visibility should be sufficient for the following

to be distinctly visible and identifiable to the pilot

without reliance on the EVS:

• the lights or markings of the threshold; or

• the lights or markings of the touchdown zone.

For procedures designed to support Type B CAT II

operations, at least one of the visual references

specified below should be distinctly visible and

identifiable to the pilot without reliance on the

EVS:

• the lights or markings of the threshold; or

• the lights or markings of the touchdown zone.

Table 2.B-2. Examples of hybrid system components


EVS

• Passive infrared sensors

• Active infrared sensors

• Passive millimetre wave radiometer

• Active millimetre wave radar

SVS

Autoflight systems, flight control computers,

automatic landing systems


CVS (where the EVS component as above qualifies

for operational credit)



ILS, GNSS


the better-equipped aircraft, e.g. which is the minimum RVR required.





operations.

4.2 The granting of operational credits does not affect the classification (i.e. Type or Category) of

an instrument approach procedure since they are designed to support instrument approach operations

conducted with aircraft with the minimum equipment prescribed.





should not be less than those that may be prescribed by the State of the Aerodrome.

C-20






5.25.1 The In accordance with 2.4.15.2, the operator should develop suitable operational procedures

associated with the use of an auto-land system, a HUD or an equivalent display, vision systems and

hybrid systems. These procedures should be included in the operations manual. The instructions in the

operations manual should include and cover at least the following:

a) any limitation that is imposed by the airworthiness or operational approvals;

b) how operational credit affects:

1) flight planning with respect to destination and alternate aerodromes;

2) ground operations;

3) flight execution, e.g. approach ban and minimum visibility;

4) crew resource management that takes into account the equipment configuration, e.g. the pilots

may have different presentation equipment;

5) standard operating procedures, e.g. use of autoflight systems, call-outs that may be particular

to the vision system or hybrid system, criteria for stabilized approach;

6) ATS flight plans and radio communication.

a) limitations;

b) operational credits;

c) flight planning;

d) ground and airborne operations;

e) crew resource management;

f) standard operating procedures; and

g) ATS flight plans and communication.

6. Approvals

6.1 General

Note.— When the application for a specific approval relates to operational credits for systems not

including a vision system, the guidance on approvals in this attachment may be used to the extent

applicable as determined by the State of Registry.

C-21

6.1.1 An operator that wishes to conduct operations with an automatic landing system, a HUD or

equivalent display, vision system or hybrid system will need to obtain meet certain criteria and in some

instances obtain specific approvals (see Annex 6, Part I, 4.2.8.1.1 and 6.23, and the corresponding

requirements in Annex 6, Parts II and III Annex 6, Part II, 2.2.2.2 and 2.4.15). The extent of the approvals

will depend on the intended operation and the complexity of the equipment.

6.1.2 Enhanced vision imagery Systems may be used to improve situational awareness without a

specific operational approval. However, the standard operating procedures for these types of operations

need to systems should be specified in the operations manual. or equivalent document. An example of this

type of operation may include an EVS or an SVS on a head-down display that is used only for situational

awareness of the surrounding area of the aircraft during ground operations where the display is not in the

pilot’s primary field of view. For enhanced situational awareness, the installation and operational

procedures need to ensure that the operation of the vision system does not interfere with normal

procedures or the operation or use of other aircraft systems. In some cases, modifications to these normal

procedures for other aircraft systems or equipment may be necessary to ensure compatibility.

6.1.3 When a vision system or a hybrid system with vision systems imagery is used for operational




approach and take-off operations is most common.

6.1.4 When the application for approval relates to operational credits for systems not including a


State of the Operator or the State of Registry for general aviation.

6.1.5 Operators should be aware that some States may require some information about the




6.1.3 Annex 6, Part II, 2.2.2.2.1.1 states that operational credits based on the use of an automatic

landing system, a HUD, an equivalent display, EVS, SVS or CVS or any combination of those systems

into a hybrid system, should be specifically approved.

6.1.4 The Standard in Annex 6, Part II, 2.4.15 requires the State of Registry to establish criteria for

the use of automatic landing system, a HUD, an equivalent display, EVS, SVS or CVS or any

combination of those systems into a hybrid system “for the safe operation of an aeroplane” and specifies

such criteria. When operational credits are granted by the State of Registry per Standard in Annex 6,

Part II, 2.2.2.2.1.1, the use of that system becomes essential for the safety of those operations and

approval of the use of such systems is part of the operational credit specific approval. The use of these

systems solely for enhanced situational awareness, reduced flight technical error and/or reduced workload

is an important safety feature, but does not require a specific approval.

6.1.5 Any operational credit that has been granted should be reflected in the specific approval

template and be carried on board the particular aeroplane.

C-22


6.2.1. To obtain operational credit the operator will need to specify the desired operational credit

and submit a suitable an application in accordance with 2.1.4 of Annex 6, Part II. The content of a

suitable application should include:

a) Applicant details. required for all approval requests. The official name and any business or

trading name(s), address, mailing address, e-mail address and contact telephone/fax numbers of

the applicant.

Note.— For AOC holders, the company name, AOC number and e-mail address should be

required.

b) Aircraft details. required for all approval requests. Aircraft make(s), model(s) and registration

mark(s).

c) Operator’s vision system compliance list. The contents of the compliance list are included in

Table 2.B-3.the Manual of All-Weather Operations (Doc 9365).The compliance list should

include the information that is relevant to the approval requested and the registration marks of the

aircraft involved. If more than one type of aircraft/fleet is included in a single application a

completed compliance list should be included for each aircraft/fleet.


of which the operator's vision system compliance list (Table 2.B-3) operator has made references

should be included when returning in the completed application form to the civil aviation

authority. There should be no need to send complete manuals; only the relevant sections/pages

should be required. Additional guidance material can be found in the Manual of All-Weather



Table 2.B-3. Example of an AOC vision system compliance list

Main heading

Expanded areas to be


Operator’s

operations

manual

reference or

document

reference

1.0 Reference documents

used in compiling the

submission

The submission should be

based on current up-to-date

regulatory material.

A compliance statement

showing how the criteria of the

applicable regulations and

requirements have been

satisfied.

2.0 Aircraft flight manual

(AFM)

A copy of the relevant AFM

entry showing the aircraft

certification basis for the

C-23

Main heading



Operator’s

operations

manual

reference or

document

reference

vision system and any

operational conditions.

3.0 Feedback and reporting

of significant problems

An outline of the process for

the reporting of failures in the

operational use of procedures.

Note.— In particular,

significant problems with the

vision system/HUD system,

reporting on circumstances/

locations where the vision

system was unsatisfactory.

4.0 Instrument approach

chart provider and

operating minima

The name of the provider of

the relevant instrument

approach charts. Confirmation

that all aerodrome operating

minima are established in

accordance with criteria

specified by the relevant

authority.

5.0 Operations manual

entries and standard

operating procedures

Manufacturer/operator-

developed.

Manufacturer’s procedures are

recommended as a starting

point and should include at

least the items in the sub-

requirements column.

Definitions.

Check that crew members are

qualified for vision

system/HUD operations.

MEL handling.

Equipment required for vision

system operations.

Types of approach where vision

systems can be used.

Statement that the

autopilot/flight director should

be used whenever possible.

Minimum visual references for

landing.

Approach ban and RVR.

Stabilized approach criteria.

Correct seating and eye

position.

Crew coordination, e.g. duties

of the pilot flying and the

pilot not flying:

• limitations;

• designation of handling and

non-handling pilots;

C-24

Main heading



Operator’s

operations

manual

reference or

document

reference

• use of automatic flight

control system;

• checklist handling;

• approach briefing;

• radio communications

handling;

• monitoring and cross-

checking of instruments and

radio aids; and

• use of the repeater display by

the pilot not flying.

Contingency procedures

including:

• failures above and below

decision height;

• ILS deviation warnings;

• autopilot disconnect;

• auto-throttle disconnect;

• electrical failures;

• engine failure;

• failures and loss of visual

references at or below

decision height;

• vision system/HUD failure

below normal decision

height;

• wind shear;

• ACAS warnings;

• EGPWS warnings.


Operator’s safety risk

assessment.

6.2.2 The following items should be covered in a vision systems compliance list:

a) reference documents used in compiling the submission for approval;

b) flight manual;

c) feedback and reporting of significant problems;

d) requested operational credit and resulting aerodrome operating minima;

e) operations manual (or an equivalent document) entries including MEL (where applicable) and

standard operating procedures;

C-25

f) safety risk assessment;

g) training programmes; and

h) continuing airworthiness.

Expanded guidance on these items is contained in the Manual of All-Weather Operations (Doc 9365).

Origin

FLTOPSP/1

Rationale

Amendment 33 to Annex 6, Part II introduced significant modifications to the






been transferred to the Manual of All-Weather Operations (Doc 9365).

. . .

SECTION 3

LARGE AND TURBOJET AEROPLANES

. . .


. . .

3.4.2 Operational management

. . .

3.4.2.7 Aerodrome operating minima

. . .

3.4.2.7.2 The State of Registry may approve operational credit(s) for operations with aeroplanes

equipped with automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS. Such

approvals shall not affect the classification of the instrument approach procedure. Note 1.— Operational credit includes: a) for the purposes of an approach ban (2.2.4.1.2), a minima below the aerodrome operating

minima; b) reducing or satisfying the visibility requirements; or c) requiring fewer ground facilities as compensated for by airborne capabilities. Note 2.— Guidance on operational credit for aircraft equipped with automatic landing systems, a

HUD or equivalent displays, EVS, SVS and CVS is contained in Attachment 2.B and in the Manual of All-

Weather Operations (Doc 9365).

C-26

Note 3.— Information regarding a HUD or equivalent displays, including references to RTCA and

EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc 9365).

. . .

Editorial note.— re-number subsequent paragraphs

accordingly



. . .

3.6.12 Aeroplanes equipped with automatic landing systems, a head-up display (HUD) or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS)

and/or combined vision systems (CVS)

3.6.12.1 Where aeroplanes are equipped with automatic landing systems, a HUD or equivalent

displays, or EVS, SVS or CVS, or any combination of those systems into a hybrid system, the use of such

systems for the safe operation of an aeroplane shall be approved by the State of Registry.

Note.— Information regarding a HUD or equivalent displays, including references to RTCA and

EUROCAE documents, is contained in the Manual of All-Weather Operations (Doc 9365).

3.6.12.2 In approving the operational use of automatic landing systems, a HUD or equivalent

displays, EVS, SVS or CVS, the State of Registry shall ensure that:

a) the equipment meets the appropriate airworthiness certification requirements; b) the operator has carried out a safety risk assessment associated with the operations supported by

the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS; c) the operator has established and documented the procedures for the use of, and training

requirements for, automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS.


(SMM) (Doc 9859).

Note 2.— Guidance on operational approvals is contained in Attachment 2.B.

Origin

FLTOPSP/1

Rationale

With the foregoing amendments, 3.4.2.7.2 and 3.6.12 are now redundant and

can be deleted in toto.

. . .

— — — — — — — —

ATTACHMENT D to State letter AN 11/1.1.30-15/9

PROPOSED AMENDMENT TO ANNEX 6, PART III








with grey shading.


D-2





ANNEX 6


PART III

INTERNATIONAL AVIATION — HELICOPTERS

. . .

PROPOSAL REGARDING



SECTION I

GENERAL


. . .


operation.



Origin

FLTOPSP/1

Rationale














D-3











Point of no return. The last possible geographic point at which an aircraft can proceed to the destination

aerodrome as well as to an available en-route alternate aerodrome for a given flight.

Origin

ANC

Rationale

The definition Annex 6 Part I PNR definition, as amended in Part I and Part II

for application to “aircraft” instead of only “aeroplanes”, is being added to Part

III because the term is also used in Annex 6 Part III.

. . .

SECTION II

INTERNATIONAL COMMERCIAL AIR TRANSPORT

CHAPTER 1. GENERAL

. . .

1.1 Compliance with laws, regulations and procedures

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. The operator shall ensure that other

members of the flight crew are familiar with such of these regulations and procedures as are pertinent to

the performance of their respective duties in the operation of the helicopter.

Origin

FLTOPSP/1

Rationale

This text is currently used in Annex 6, Part I (3.1.1 and 3.1.2) for the same

purpose and is considered to be more appropriate.

. . .

D-4

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.

Editorial note.— renumber subsequent

paragraphs accordingly.

. . .

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.

Origin

FLTOPSP/1

Rationale

Move the text in order to harmonize with Annex 6, Part I (3.1.8).


. . .

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.

Origin

FLTOPSP/1

Rationale

The applicable dates are now in the past and, therefore, they are no longer

needed.

. . .

2.2.3 Operations manual

2.2.3.1 An The operator shall make available, provide for the use and guidance of operations

personnel concerned, an operations manual constructed using the guidance contained in Attachment G.

The operations manual shall be amended or revised as is necessary to ensure that the information

contained therein is kept up to date. All such amendments or revisions shall be notified to all personnel

that are required to use this manual.

D-5

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. The operator shall incorporate in the operations manual such mandatory

material as the State of the Operator may require. . . . Note 2.— Specific items in an operations manual require the approval of the State of the Operator in

accordance with the Standards in 2.2.8, 4.1.3, 7.3.1 and, 10.3 and 11.2.1.

Origin

FLTOPSP/1

Rationale

This text is currently used in Annex 6, Part I (4.2.3) for the same purpose and

is considered to be more appropriate. A reference has also been updated in the

note.

. . .

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 helicopter flight manual or other documents associated with the

certificate of airworthiness and otherwise in the operations manual. The design and utilization of

checklists shall observe Human Factors principles.

Origin

FLTOPSP/1

Rationale

“Helicopter Flight Manual” is considered more appropriate, to be more

explicit.

. . .

2.2.8 Heliport or landing location operating minima (operations under IFR)

Origin

FLTOPSP/1

Rationale

This text is currently used in Annex 6, Part I, 4.2.8 for the same purpose and is

considered to be more appropriate.

. . .

D-6

2.2.11 Passengers

. . .

2.2.11.3 In The operator shall ensure that in an emergency during flight, passengers shall be are

instructed in such emergency action as may be appropriate to the circumstances.

Origin

FLTOPSP/1

Rationale



. . .

2.3 Flight preparation

. . .

Note.— Series of flights are consecutive flights that:

a) begin and end within a period of 24 hours; and b) are all conducted by the same pilot-in-command.

Origin

FLTOPSP/1

Rationale

Delete notes as “series of flights” is a term included in Chapter 1 –

Definitions.

. . .

2.3.4 Alternate heliports

. . .

2.3.4.2 Destination alternate heliport

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;

D-7

b) mechanical reliability of critical control systems and critical components shall be considered and taken into account when determining the suitability of the alternates alternate heliport(s);

c) one engine inoperative performance capability shall be attainable prior to arrival at the alternate

heliport;

Origin

FLTOPSP/1

Rationale

The suitability of an alternate heliport has been incorporated into the “alternate

heliport” definition in Chapter 1. Removing it from the provisions eliminates

the redundancy.

The phrase “when an offshore alternate heliport is specified…” makes it clear

that the nomination of an offshore alternate heliport is not required, but that

when one is specified, the following conditions shall be complied with. The

pluralization of the term was also applied for consistency.

. . .

2.3.4.4 Recommendation.— Offshore alternates alternate heliports should not be used when it is

possible to carry enough fuel to have an onshore alternate. Offshore alternates alternate heliports should

not be used in a hostile environment.

Origin

FLTOPSP/1

Rationale

Adding the term “heliport” makes it consistent with the definition.

. . .

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.

Origin

FLTOPSP/1

Rationale

This text is currently used in Annex 6, Part I (4.3.5) for the same purpose and

is considered to be more appropriate.

. . .

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 destination heliport or landing location of

intended landing or, when an alternate is required, at least one alternate heliport will, at the estimated time

of arrival, be at or above the heliport operating minima.

Note.— It is the practice in some States to declare, for flight planning purposes, higher minima for a

heliport when nominated as an alternate than for the same heliport when planned as that of intended

landing.

D-8

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 heliport or landing location, the operator

shall specify appropriate incremental values for height of cloud base and visibility, acceptable to the State

of the Operator, to be added to the operator’s established heliport or landing location operating minima.

Note.— Guidance on the selection of these incremental values is contained in the Flight Planning and

Fuel Management Manual (FPFMM) (Doc 9976).

Editorial note.— renumber subsequent


Origin

FLTOPSP/1

Rationale

The paragraph was added in order to harmonize with Annex 6, Part I (4.3.5.3)

and the note is no longer be needed.

. . .

2.3.6 Fuel and oil requirements

. . .

2.3.6.3.3 When no suitable alternate heliport or landing location 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.

Origin

FLTOPSP/1

Rationale



the redundancy.

. . .

2.4 In-flight procedures

2.4.1 Heliport operating minima

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.

Origin

FLTOPSP/1

Rationale

Harmonize with Annex 6, Part I (4.4.1.1)

. . .

D-9

CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT,


. . .

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 kg 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.

. . .

4.3.1.2.3 Recommendation.— All helicopters of a maximum certificated take-off mass of over

3 180 kg 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 kg 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 kg 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:

Origin

FLTOPSP/1

Rationale

The weight amount of “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. The weight of 3 175 kg is a more

precise conversion. For consistency, therefore, all references to “3 180 kg”

should be changed to “3 175 kg”.

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.

D-10

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.

Origin

FLTOPSP/1

Rationale

The applicable dates are now in the past and, therefore, are no longer needed.

. . .

4.3.2 Cockpit voice recorders

4.3.2.1 Operation

. . .


3 180 kg 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.

Origin

FLTOPSP/1

Rationale







. . .

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 on the flight crew compartment deck the outside air temperature;

Origin

FLTOPSP/1

Rationale

This text is considered to be more appropriate.

D-11

. . .

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

Recommendation.— When two life rafts are fitted, each should be able to carry all

occupants in the overload state.

Note.— The overload state is a design safety margin of 1.5 times the maximum capacity.

c) when two life rafts are fitted, each shall be able to carry all occupants in the overload state; and

c) d) equipment for making the pyrotechnical distress signals described in Annex 2.

Note.— The life raft overload state has a design safety margin of 1.5 times the maximum capacity.

Origin

FLTOPSP/1

Rationale

Revised text. The provision has been upgraded from a Recommendation to a

Standard.

When two life rafts are fitted, one may not deploy successfully because of the

attitude of the helicopter in the water or for other reasons. Carrying two life

rafts increases the likelihood that at least one raft will deploy properly

following an uncontrolled ditching when structural damage to the aircraft

occurs. Requiring each raft in a two-raft configuration to carry all occupants in

an overload state is currently the normal practice in offshore operations and

should be mandated to improve safety and survivability.

. . .

4.8 All helicopters on high altitude flights

. . .

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.

D-12

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.

Origin

FLTOPSP/1

Rationale

The change is proposed to harmonize Annex 6, Part III with Part I (6.7.5 and

6.7.6).

. . .

CHAPTER 5. HELICOPTER COMMUNICATION

AND NAVIGATION EQUIPMENT

. . .

Editorial note.— Insert new paragraph 5.4 as follows:

5.4 Electronic navigation data management

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.

End of new text

Origin

FLTOPSP/1

Rationale

The new text is proposed to harmonize Part III with Part I (7.4).

. . .

D-13

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. The training programme shall:

. . . f) shall include training in knowledge and skills related to the operational use of head-up display

and/or enhanced vision systems for those helicopters so equipped; and g) be given on a recurrent basis, as determined by the State of the Operator and shall include an

examination to determine assessment of competence.

Origin

FLTOPSP/1

Rationale

The proposed changes to sub-paragraphs f) and g) harmonize the text in

Annex 6, Part III with that of Part I, 9.3.1 e) and g), respectively.

. . .

7.4 Qualifications

. . .

7.4.2 Pilot-in-command operational qualification

. . .

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 pilot has made at least one representative flight as a pilot member of the flight

crew, or as a check pilot, or as an observer on the flight deck. In the event that more than 12 months

elapse in which a pilot has not made such a representative flight, prior to again serving as a pilot-in-

command on that operation, that pilot must requalify in accordance with 7.4.2.2 and 7.4.2.3.

Origin

FLTOPSP/1

Rationale

The paragraph construct and intent of Annex 6 Part I, 9.4 has been harmonized

commensurate to helicopter operations. This recognizes that helicopter pilots

may need to demonstrate proficiency in skills which require multiple short

flights and are representative of specific tasks, e.g. fire extinction, precision

construction, etc.

. . .

7.4.3 Pilot proficiency checks

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

D-14

type of helicopter. Where the operation may be conducted under IFR, an operator shall ensure that the

pilot’s competence to comply with such rules is demonstrated to either a check pilot of the operator or to

a representative of the State of the Operator. Such checks shall be performed twice within any period of

one year. Any two such checks which are similar and which occur within a period of four consecutive

months shall not alone satisfy this requirement.

Note 1.— Flight simulation training devices approved by the State of the Operator may be used for

those parts of the checks for which they are specifically approved.

Note 2.— See the Manual of Criteria for the Qualification of Flight Simulation Training Devices

(Doc 9625).

Origin

FLTOPSP/1

Rationale

Insert new Note 2 text to harmonize with Annex 6, Part I, 9.4.4

. . .

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.

Origin

FLTOPSP/1

Rationale

Large helicopter AFMs normally specify when a cabin crew is required based

on the number of passengers carried. This additional condition in the Part III

Standard will help ensure that States are aware that a helicopter flight manual

cabin crew requirement may exist and that it shall be observed.

. . .

SECTION III

INTERNATIONAL GENERAL AVIATION

. . .


. . .

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

D-15

combination of current reports and forecasts, indicate that the meteorological conditions along the route,

or that part of the route to be flown under VFR, will, at the appropriate time, be such as to render enable

compliance with these rules possible.

Origin

FLTOPSP/1

Rationale



. . .

2.7 Alternate heliports

2.7.1 For a flight to be conducted in accordance with IFR, at least one suitable alternate heliport or

landing location shall be specified in the operational flight plan and the flight plan, unless:

a) the weather conditions in 2.6.2.2 prevail; or

b) 1) the heliport or landing location of intended landing is isolated and no suitable alternate

heliport or landing location is available; and

. . .

2.8 Fuel and oil requirements

. . .

2.8.3.3 When no suitable alternate heliport or landing location is available (i.e. the heliport of

intended landing is isolated and no suitable alternate is available), to fly to the heliport to which the flight

is planned and thereafter for a period as specified by the State of the Operator.

Origin

FLTOPSP/1

Rationale



the redundancy.

. . .

CHAPTER 4. HELICOPTER INSTRUMENTS, EQUIPMENT


. . .

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:

D-16

a) equipped with:

. . .

8) a means of indicating in on the flight crew compartment deck the outside air temperature;

Origin

FLTOPSP/1

Rationale

This text is considered to be more appropriate.

. . .

4.7 Flight recorders

. . .

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 kg 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.

. . .


3 180 kg 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

4.7.2.1 Operation

. . .


3 180 kg 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.

Origin

FLTOPSP/1

Rationale







D-17

. . .



5.1 Communication equipment

. . .

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.

Origin

FLTOPSP/1

Rationale

The proposal harmonizes the text with Annex 6, Part II (2.5.1.5).

PROPOSAL REGARDING


. . .

SECTION II. INTERNATIONAL COMMERCIAL AIR TRANSPORT

. . .



. . .

5.2 Navigation equipment 5.2.1 A helicopter shall be provided with navigation equipment which will enable it to proceed: a) in accordance with the its operational flight plan; and b) in accordance with the requirements of air traffic services; except when, if not so precluded by the appropriate authority, navigation for flights under VFR is accomplished by visual reference to landmarks. 5.2.2 For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, a helicopter shall, in addition to the requirements specified in 5.2.1:

a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and


helicopter navigation specification capabilities listed in the flight manual or other helicopter documentation approved by the State of the Design or State of Registry; and

c) have information relevant to the helicopter navigation specification capabilities included in the

D-18

MEL. Note.— Information on performance-based navigation, and guidance concerning the implementation and operational approval process, are Guidance on helicopter documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive list of references to other documents produced by States and international bodies concerning navigation systems. 5.2.3 The State of the Operator shall, for operations where a navigation specification for PBN has been prescribed, ensure that the operator has established and documented:

a) normal and abnormal procedures including contingency procedures; b) flight crew qualification and proficiency requirements in accordance with the appropriate


c) a training programme for relevant personnel consistent with the intended operations; and

d) appropriate maintenance procedures to ensure continued airworthiness in accordance with

appropriate navigation specifications. Note 1.— Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Note 2.— Electronic navigation data management is an integral part of normal and abnormal procedures.

5.2.4 The State of the Operator shall issue a specific approval for complex navigation

specifications.

Note .— Guidance on specific approvals for complex navigation specifications (e.g. RNP AR) is contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997).


. . .

SECTION III. INTERNATIONAL GENERAL AVIATION

CHAPTER 1. GENERAL

. . .

1.4 Specific approvals

1.4.1 The pilot-in-command shall not conduct operations for which a specific approval is required

unless such approval has been issued by the State of Registry. Specific approvals shall follow the layout

and contain at least the information listed in Appendix XX.

. . .

D-19



. . .

4.1 All helicopters on all flights

. . .

4.1.3 Equipment

4.1.3.1 A helicopter shall be equipped with or carry on board:

. . .

d) the following manuals, charts and information:

1) the flight manual or other documents or information concerning any operating limitations

prescribed for the helicopter by the certificating authority of the State of Registry, required

for the application of Chapter 3;

2) any specific approval issued by the State of Registry, if applicable, for the operation(s) to be

conducted;

2 3) current and suitable charts for the route of the proposed flight and all routes along which it is

reasonable to expect that the flight may be diverted;

3 4) procedures, as prescribed in Annex 2, for pilots-in-command of intercepted aircraft; and

4 5) a list of visual signals for use by intercepting and intercepted aircraft, as contained in

Annex 2; and

6) the journey log book for the helicopter; and

. . .


AND NAVIGATION EQUIPMENT . . .

5.2 Navigation equipment 5.2.2 For operations where a navigation specification for performance-based navigation (PBN) has been prescribed, a helicopter shall, in addition to the requirements specified in 5.2.1:

a) be provided with navigation equipment which will enable it to operate in accordance with the prescribed navigation specification(s); and


helicopter navigation specification capabilities listed in the flight manual or other helicopter documentation approved by the State of the Design or State of Registry; and

c) where the helicopter is operated in accordance with a MEL, have information relevant to the

D-20

helicopter navigation specification capabilities included in the MEL. Note.— Information on performance-based navigation and associated procedures, and guidance concerning the implementation and operational approval process, are Guidance on helicopter documentation is contained in the Performance-based Navigation (PBN) Manual (Doc 9613). This document also contains a comprehensive list of references to other documents produced by States and international bodies concerning navigation systems.

5.2.3 The State of Registry shall establish criteria for operations where a navigation specification

for PBN has been prescribed.

5.2.4 In establishing criteria for operations where a navigation specification for PBN has been

prescribed, the State of Registry shall require that the operator/owner establish:




c) training for relevant personnel consistent with the intended operations; and



Note 1.— Guidance on safety risks and mitigations for PBN operations, in accordance with Annex 19, are contained in the Performance-based Navigation (PBN) Operational Approval Manual (Doc 9997). Note 2.— Electronic navigation data management is an integral part of normal and abnormal procedures.

5.2.5 The State of Registry shall issue a specific approval for complex navigation specifications.



Editorial note.— Renumber subsequent


. . .

D-21

APPENDIX 3. AIR OPERATOR CERTIFICATE (AOC)

(Note. — See Section II, Chapter 2, 2.2.1.5 and 2.2.1.6)

. . .

3. Operations specifications

for each aircraft model

. . .

OPERATIONS SPECIFICATIONS (subject to the approved conditions in the operations manual)

. . .

SPECIAL AUTHORIZATIONS

SPECIFIC APPROVAL

YES NO SPECIFIC APPROVALS9 DESCRIPTION

9 REMARKS

. . .

Navigation Complex

navigation specifications for

PBN operations

13

. . .

Notes.—

. . .

13. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification authorization

approval (e.g. RNAV 10, RNAV 1, RNP 4 RNP AR APCH), with appropriate limitations or conditions listed in the

“Specific Approvals Description” and/or “Remarks” columns column.

14. Limitations, conditions and regulatory basis for operational approval associated with the performance-based

navigation specifications (e.g. GNSS, DME/DME/IRU). Information on performance-based navigation, and guidance

concerning the implementation and operational approval process, are contained in the Performance-based Navigation

(PBN) Manual (Doc 9613).

Editorial note.— Renumber subsequent notes accordingly.

. . .

D-22

Editorial note.— Insert new Appendix xx as follows:

APPENDIX XX. GENERAL AVIATION SPECIFIC APPROVALS

(Note. — See Section III, Chapter 1, 1.4)

1. Purpose and scope

1.1 Specific approvals shall have a standardized format which contains the minimum information

required in the specific approval template.

Note.— When the operations to be conducted require a specific approval, a copy of the document(s)

needs to be carried on board (see 4.1.3.1 ).

2. Specific approval template

SPECIFIC APPROVAL

ISSUING AUTHORITY and CONTACT DETAILS1

Issuing Authority1 __________________________________

Address ________________________________________

Signature: _______________________ Date2: __________________


OWNER/OPERATOR

Name3: ___________________________ Address: ________________________________________


Aircraft model4 and registration marks:

SPECIFIC APPROVAL YES NO DESCRIPTION5 REMARKS

Low visibility operations

Approach and landing ☐ ☐ CAT6: _____ RVR: _____ m DH: _____ ft

Take-off ☐ ☐ RVR7: _____ m

Operational credit(s) ☐ ☐ 8

RVSM ☐ ☐

Complex navigation

specifications for PBN

operations

☐ ☐ 9

Other 11

☐ ☐

D-23

Notes.—

1. Civil aviation authority name and contact details, including the telephone country code and e-mail if available.

2. Issuance date of the specific approval (dd-mm-yyyy) and signature of the authority representative.

3. Owner or operator’s name and address.

4. Insert the helicopter make, model and series, or master series, if a series has been designated The CAST/ICAO

taxonomy is available at: http://www.intlaviationstandards.org/.

5. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria).

6. Insert the applicable precision approach category (CAT II, IIIA, IIIB or IIIC). Insert the minimum RVR in metres and

decision height in feet. One line is used per listed approach category.

7. Insert the approved minimum take-off RVR in metres. One line per approval may be used if different approvals are

granted.

8. List the airborne capabilities (i.e. automatic landing, HUD, EVS, SVS, CVS) and associated operational credit(s)

granted.

9. Performance-based navigation (PBN): one line is used for each complex PBN navigation specification approval (e.g.

RNP AR APCH), with appropriate limitations listed in the “Description” column.

10. Other specific approvals or data can be entered here, using one line (or one multi-line block) per approval (e.g.

Specific approach operations approval, MNPS).

Editorial note.— End of new text and renumber subsequent appendices accordingly.

. . .

Origin

FLTOPSP/1

Rationale

The proposed amendment to Annex 6, Part III addresses both international

commercial air transport and international general aviation helicopter

operations.

In Section II, international commercial air transport, it address a means to

approve PBN operations, aligned with the current PBN framework, in the same

manner that other provisions are approved in Annex 6 (i.e. by including them

in the operations manual which is approved by the State of the Operator). It

also introduces the notion of “complex” PBN operations. These operations

would require a specific approval (i.e. the approval would have to be included

in the OPSPECS for commercial air transport).

Furthermore, a proposal to amend the columns in the OPSPEC table are a

result of the FLTOPSP work on clarification of those ICAO SARPs which are

required to be included in the template in line with the purpose and scope

statements of Appendix 3 to Annex 6, Part III.

In Section III, international general aviation (GA), it address a means, aligned

with the current PBN framework, for States to establish PBN operation criteria.

It also introduces the notion of “complex” PBN operations. These operations

would require a specific approval, however currently specific approvals are not

addressed for GA.

This amendment proposal includes a framework in the form of a template,

similar to the commercial air transport operations specifications (OPSPECS)

template that would standardize specific approvals (letters of authorization) for

GA. The proposed specific approval template would not be exclusively for

PBN, it would also support other GA provisions that require a specific

approval.

D-24




PROPOSAL REGARDING


. . .

SECTION III

INTERNATIONAL GENERAL AVIATION

. . .



. . .

4.11 Helicopters equipped with automatic landing systems, a head-up display (HUD)

or equivalent displays, enhanced vision systems (EVS), synthetic vision systems (SVS)

and/or combined vision systems (CVS)

. . .

4.11.2 In approving the operational establishing operational criteria for the use of automatic landing

systems, a HUD or equivalent displays, EVS, SVS or CVS, the State of Registry shall ensure require that:

a) the equipment meets the appropriate airworthiness certification requirements;

b) the operator/owner has carried out a safety risk assessment of associated with the operations supported by the automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS;

c) the operator/owner has established and documented the requirements procedures for the use of, and training requirements for, automatic landing systems, a HUD or equivalent displays, EVS, SVS or CVS.


(SMM) (Doc 9859).

Note 2.— Guidance on establishing operational approvals criteria is contained in Attachment I.

Origin

FLTOPSP/1

Rationale

The amendments to 4.11 are required for consistency within the paragraph and

to meet the original intent of Amendment 19 to Annex 6, Part III. It is also

consistent with the language used for the EFB SARPs which were introduced

with Amendment 19.

. . .

D-25

ATTACHMENT I.

AUTOMATIC LANDING SYSTEMS, HEAD-UP DISPLAY (HUD),

EQUIVALENT DISPLAYS AND VISION SYSTEMS.

Supplementary to Section II, Chapter 2, 2.2.8.1.1, and Chapter 4, 4.16,

Section III, Chapter 2, 2.2.1.1, and Chapter 4, 4.11

Introduction


equivalent displays and vision systems intended for operational use in aircraft helicopters engaged in

international air navigation. A HUD, vision These systems and hybrid systems may be installed and

operated to reduce workload, improve guidance, enhance reduce flight technical error and enhance

situational awareness and/or obtain an operational credit by establishing minima below the heliport or

landing location operating minima, for approach ban purposes, or reducing the visibility requirements or

requiring fewer ground facilities as compensated for by airborne capabilities credits. Automatic- landing

systems, HUD, equivalent displays and vision systems may be installed separately or together as part of a

hybrid system. Any operational credit to be obtained fromfor their use by commercial air transport

operators requires a specific approval from the State of the Operator. In the case of general aviation, to

which this guidance is also applicable, approvals are granted by, and the State of Registry for general

aviation operators.



(CVS).

Note 2.— Automatic landing system-helicopter is an automatic approach using airborne systems

which provide automatic control of the flight path, to a point aligned with the landing surface, from which

the pilot can transition to a safe landing by means of natural vision without the use of automatic control.


approval.

Note 3 4.— Currently, operational credit has been given only to vision systems containing an image


Note 5. — More detailed information and guidance on automatic landing systems, HUD, equivalent

displays and vision systems is contained in the Manual of All-Weather Operations (Doc 9365.) This

manual should be consulted in conjunction with this Attachment 6.


1.1 General



D-26

1.1.2 A variety of flight Flight information may should be presented on a the HUD depending on or

an equivalent display, as required for the intended flight operation, flight conditions, systems capabilities

and operational approval. A HUD may include, but is not limited to, the following:use.

a) airspeed; b) altitude; c) heading; d) vertical speed; e) angle of attack; f) flight path or velocity vector; g) attitude with bank and pitch references; h) course and glide path with deviation indications; i) status indications (e.g. navigation sensor, autopilot, flight director); and j) alerts and warning displays (e.g. ACAS, wind shear, ground proximity warning).







conditions change. Flight operations applications may include the following:

a) enhanced situational awareness during all flight operations, but especially during taxi, take-off,

approach and landing; b) reduced flight technical error during take-off, approach and landing; and c) improvements in performance due to precise prediction of touchdown area and rapid recognition

of and recovery from unusual attitudes.

1.2.2 A HUD may be used for the following purposes:

a) to supplement conventional flight deck instrumentation in the performance of a particular task or

operation. The primary cockpit instruments remain the primary means for manually controlling or manoeuvring the aircraft; and

b) as a primary flight display; 1) information presented by the HUD may be used by the pilot in lieu of scanning head-down

displays. Operational approval of a HUD for such use allows the pilot to control the aircraft by reference to the HUD for approved ground or flight operations; and

D-27

2) information presented by the HUD may be used as a means to achieve additional navigation or control performance. The required information is displayed on the HUD. Operational credit, in the form of lower minima, for a HUD used for this purpose may be approved for a particular aircraft or automatic flight control system. Additional credit may also be allowed when conducting HUD operations in situations where automated systems are otherwise used.

1.2.2 A HUD may be used to supplement conventional flight deck instrumentation or as a primary

flight display if certified for this purpose.






1.2.4 A HUD or equivalent display. is one that has at least the following characteristics: it has a

head-up presentation not requiring transition of visual attention from head down to head up; it displays

sensor-derived imagery conformal to the pilot’s external view; it permits simultaneous view of the EVS

sensor imagery, required aircraft flight symbology, and the external view; and its display characteristics

and dynamics are suitable for manual control of the aircraft. The functions of a HUD may be provided by

a suitable equivalent display. However, before such systems can be used, the appropriate airworthiness

and operational approvals approval should be obtained.

1.3 HUD training


should, for commercial operators, be established, monitored and approved by the State of the Operator or

the State of Registry and for general aviation. Training requirements should include requirements for

recent experience if the operators by the State of Registry. For commercial air transport operations, the

training programmes should be approved by the State determines that these requirements are significantly

different than the current requirements for the use of conventional head-down instrumentation.

1.3.2 HUD of the Operator and the implementation of the training should be subject to oversight by

that State. The training should address all flight operations for which the HUD is designed and

operationally approved. Some training elements may require adjustments based on whether the helicopter


event of head-up display degradation or failure. HUD training should include the following elements as

applicable to the intended use:or the equivalent display is used.

a) an understanding of the HUD, its flight path, energy management concepts and symbology. This should include operations during critical flight events (e.g. ACAS traffic advisory/resolution advisory, upset and wind shear recovery, engine or system failure);

b) HUD limitations and normal procedures, including maintenance and operational checks performed to ensure normal system function prior to use. These checks include pilot seat adjustment to attain and maintain appropriate viewing angles and verification of HUD operating modes;

c) HUD use during low visibility operations, including taxi, take-off, instrument approach and landing in both day and night conditions. This training should include the transition from head-

D-28

down to head-up and head-up to head-down operations;

d) failure modes of the HUD and the impact of the failure modes or limitations on crew performance;

e) crew coordination, monitoring and verbal call-out procedures for single HUD installations with head-down monitoring for the pilot not equipped with a HUD and head-up monitoring for the pilot equipped with a HUD;

f) crew coordination, monitoring and verbal call-out procedures for dual HUD installations with use of a HUD by the pilot flying the aircraft and either head-up or head-down monitoring by the other pilot;

g) consideration of the potential for loss of situational awareness due to “tunnel vision” (also known as cognitive tunnelling or attention tunnelling);

h) any effects that weather, such as low ceilings and visibilities, may have on the performance of a HUD; and

i) HUD airworthiness requirements.

2. Vision systems

2.1 General

2.1.1 Vision systems can display electronic real-time images of the actual external scene

achieved through the use of image sensors, (EVS) i.e. EVS, or display synthetic images, which are

derived from the on-board avionic systems (SVS) , i.e. SVS. Vision systems can also consist of a

combination of these two systems or , called combined vision systems (CVS) , i.e. CVS. Such a system

may display electronic real-time images of the external scene using the EVS component of the system.

However, the merging of EVS and SVS into a CVS is dependent on the intended function (e.g. whether or

not there is intent to achieve operational credit). The information from vision systems may be displayed

head-up and/or head-down. Operational credit, which may be granted to vision systems, is currently only

applicable when real-time image information is displayed head-up.

2.1.2 The information from vision systems may be displayed on a head-up or head-down display.


external field of view without significantly restricting that external view. 2.1.3 The enhanced position fixing and guidance provided by SVS may provide additional safety

for all phases of flight especially low visibility taxi, take-off, approach and landing operations. 2.1.4 Light emitting diode (LED) lights may not be visible to infrared-based vision systems due to

the fact that LED lights are not incandescent, and they do not have a significant heat signature. Operators


heliports or landing location where they operate. aerodromes where they intend to operate. More details

about the consequences of LED lights are contained in the Manual of All-Weather Operations

(Doc 9365).


D-29








airworthiness approval and specific approval by the State of the Operator or State of Registry have been

obtained for the combined system. 2.2.2 Vision system imagery may also allow enable pilots to detect other aircraft on the ground,


provide visual cues to enable earlier runway alignment and a more stabilized approach. 2.2.3 The combined display of aircraft performance, guidance and imagery may allow the pilot to


visual references.





the use of a HUD without enhanced vision imagery or conventional head-down instrumentation. 2.3.2 Training should address all flight operations for which the vision system is approved. This




imagery. Training should include the following elements as applicable: a) an understanding of the system characteristics and operational constraints; b) normal procedures, controls, modes and system adjustments (e.g. sensor theory including radiant

versus thermal energy and resulting images); c) operational constraints, normal procedures, controls, modes and system adjustments; d) limitations; e) airworthiness requirements; f) vision system display during low visibility operations, including taxi, take-off, instrument

approach and landing; system use for instrument approach procedures in both day and night conditions;


particular, for two-pilot operations; h) crew coordination and monitoring procedures and pilot call-out responsibilities; i) transition from enhanced imagery to visual conditions during runway visual acquisition; j) rejected landing: with the loss of visual cues of the landing area, touchdown zone or rollout area;

D-30

k) any effects that weather, such as low ceilings and visibilities, may have on the performance of the

vision system; and l) effects of heliport or landing location lighting using LED lights.

2.4 2.3 Operational concepts

2.4 3.1 Instrument approach operations that involve the use of vision systems include the an





references will be acquired by use of an EVS or CVS, natural vision or a the vision system in

combination of the two with natural vision.

2.4 3.2 Down to a defined height in the visual segment, typically at or below 30 m (100 ft), the


on the airworthiness approval and the specific approval by the State of the Operator or State of Registry.

Below this height the visual references should be solely based on natural vision. In the most advanced

applications, the vision system is expected to be able to may be used down to touchdown without the

requirement for natural vision acquisition of visual references. Using the EVS or CVS does not change

the classification of an instrument approach procedure, since the published DA/H remains unchanged and

manoeuvring below DA/H is conducted by visual references acquired by means of the EVS or CVS This

means that such a vision system may be the sole means of acquiring visual references and can be used

without natural vision.






2.4.1 Training and recent experience requirements should be established by the State of the Operator

for commercial operators and the State of Registry for general aviation operators. For commercial

operators the training programmes should be approved by the State of the Operator and the

implementation of the training should be subject to oversight by that State. Training should address all

flight operations for which the vision system is used.


2.5.1 The In principle the required visual references do not change due to the use of an EVS or

CVS, but those references are allowed to be acquired by means of either the vision system until a certain

height during the approach (see Figure I-1). as described in paragraph 2.3.2.

2.5.2 In regions States that have developed requirements for operations with vision systems, the use

of visual references have been regulated and examples of this are indicated in Table I-1 provided in the

Manual of All-Weather Operations (Doc 9365).

D-31


Instrument segment

MDA/H, DA/H

H above THR

(H = 30 m (100 ft) or 60 m (200 ft))



3. Hybrid systems



qualify for operational credit. Vision systems are normally part The inclusion of a hybrid system, e.g.

EVS is typically combined with a HUD. Including more components systems in the hybrid system



3.2 Table I-2 provides some examples of hybrid system components. Any combination of the listed

systems may constitute a hybrid system. The degree of operational credit that may be given to a hybrid

system depends on its performance (accuracy, integrity and availability) as assessed and determined by

the certification and operational approval processes.

Editorial note.— Move Figure I-1 under new paragraph 2.3.2.

EVS operations

Figure I-1. EVS operations — transition from instrument to visual references

D-32



or DA/H. With respect to operational credit this means that the visibility/RVR requirements, When

aerodrome operating minima are established in the instrument approach procedure, may be reduced or

satisfied for aircraft equipped with appropriately approved vision systems such as EVS. Reasons for

granting operational credit may be when aircraft are better equipped than what was originally considered

when designing the instrument approach procedure or when runway visual aids considered in the design

of the procedure are not available but can be compensated for by on-board , the combined capability of

the helicopter equipment.




minimum visibility is prescribed, a second concept and on-ground infrastructure should be taken into

account. Better equipped helicopters may be able to operate into lower natural visibility conditions, lower

DA/H and/or operate with less ground infrastructure. Operational credit means that the aerodrome

operating minima may be reduced in case of suitably equipped helicopters. Another way to grant

operational credit may be used. In this case, the required minimum visibility is kept unchanged, but it is

satisfied is to allow visibility requirements to be fulfilled, wholly or partly, by means of the on-board

equipment, typically an EVS. The result of both these concepts is that operations are allowed in

meteorological conditions where otherwise they would not be possible. A third concept is to give

operational credit by allowing operations in visibility/RVR which are not lower than those established for

the approach procedure, but the approach operation is conducted with less facilities on the ground. One

example of the latter is to allow Category II operations without touchdown and/ systems. HUD, automatic

landing or centre line lights, compensated for by additional on-board equipment, e.g. a HUD vision

systems were not available at the time when the criteria for aerodrome operating minima were originally

established.

Table I-1. Examples of operational credits


Example 1 Example 2

For procedures designed to support Type A operations, the following visual references for the intended runway should be distinctly visible and identifiable: • the approach lighting system; or • the runway threshold, identified by at least one

of the following: — the beginning of the runway landing surface; — threshold lights; or — runway end identifier lights; and • the touchdown zone, identified by at least one of

the following: — the runway touchdown zone landing surface; — touchdown zone lights; — touchdown zone markings; or

For procedures designed to support 3D Type A and Type B CAT I operations, the following visual references should be displayed and identifiable to the pilot on the EVS image: • elements of the approach lighting system; or • the runway threshold, identified by at least one

of the following: — the beginning of the runway landing surface; — threshold lights; — threshold identification lights; or — the touchdown zone, identified by at least

one of the following: – the runway touchdown zone landing

surface; – touchdown zone lights; – touchdown zone markings; or

D-33

— runway lights. – runway lights.



No additional requirements apply at 60 m (200 ft). For procedures designed to support 3D Type A operations, the visual references are the same as those specified below for Type B CAT I operations.



The visibility should be sufficient for the following to be distinctly visible and identifiable to the pilot without reliance on the EVS: • the lights or markings of the threshold; or • the lights or markings of the touchdown zone.

For procedures designed to support Type B CAT II operations, at least one of the visual references specified below should be distinctly visible and identifiable to the pilot without reliance on the EVS: • the lights or markings of the threshold; or • the lights or markings of the touchdown zone.

4.3 4.2 Granting The granting of operational credits does not affect the classification (i.e. Type of

Category) of an instrument approach procedure since, as described in Standard 2.2.8.3, instrument

approach procedures are designed to support a given instrument approach operation (i.e. type, category).

However, the design of those procedures may not take into consideration on-board equipment that may

compensate for facilities on the ground. they are designed to support instrument approach operations

conducted using helicopters with the minimum equipment prescribed.


better-equipped aircraft, e.g. which is the minimum RVR required.

Table I-2. Examples of hybrid system components


EVS • Passive infrared sensors • Active infrared sensors • Passive millimetre wave radiometer • Active millimetre wave radar

SVS

Autoflight systems, flight control computers, automatic landing systems


CVS (where the EVS component as above qualifies for operational credit)



ILS, GNSS





operations.

D-34





should not be less than those prescribed by the State of the Aerodrome.






5.2 1 The In accordance with Section II, 4.16.2 and Section III, 4.11.2, the operator should develop

suitable operational procedures associated with the use of an automatic landing system, a HUD or an

equivalent display, vision systems and hybrid systems. The procedures should be included in the

operations manual. The instructions in the operations manual should include and cover at least the

following:

a) any limitation that is imposed by the airworthiness or operational approvals; b) how operational credit affects:

1) flight planning with respect to destination and alternate heliports or landing locations;

2) ground operations;

3) flight execution, e.g. approach ban and minimum visibility; 4) crew resource management that takes into account the equipment configuration, e.g. the pilots

may have different presentation equipment; 5) standard operating procedures, e.g. use of autoflight systems, call-outs that may be particular

to the vision system or hybrid system, criteria for stabilized approach; 6) ATS flight plans and radio communication.

a) limitations;

b) operational credits;

c) flight planning;

d) ground and airborne operations;

e) crew resource management;

f) standard operating procedures; and

g) ATS flight plans and communication.

D-35

6. Approvals

6.1 General

Note.— When the application for a specific approval relates to operational credits for systems

not including a vision system, the guidance on approvals in this attachment may be used to the extent

applicable as determined by the State of the Operator for commercial operators and the State of Registry

for general aviation operators.

6.1.1 An operator that wishes to conduct operations with an automatic landing system, a HUD or an

equivalent display, a vision system or a hybrid system will need to obtain certain approvals (see Annex 6,

Part I, 4.2.8.1.1 and 6.23, and the corresponding requirements in Annex 6, Parts II and III). as prescribed

in the relevant SARPs. The extent of the approvals will depend on the intended operation and the

complexity of the equipment. 6.1.2 Enhanced Systems that are not used for an operational credit or otherwise critical to the

aerodrome operating minima, e.g. vision imagery may be systems used to improve enhance situational

awareness may be used without a specific operational approval. However, the standard operating

procedures for these types of operations need to systems should be specified in the operations manual or

an equivalent document. An example of this type of operation may include an EVS or an SVS on a head-

down display that is used only for situational awareness of the surrounding area of the aircraft helicopter

during ground operations where the display is not in the pilot’s primary field of view. For enhanced

situational awareness, the installation and operational procedures need to ensure that the operation of the

vision system does not interfere with normal procedures or the operation or use of other aircraft systems.

In some cases, modifications to these normal procedures for other aircraft helicopter systems or

equipment may be necessary to ensure compatibility. 6.1.3 When a vision system or a hybrid system with vision systems imagery is used for operational




approach and take-off operations is most common. 6.1.4 When the application for approval relates to operational credits for systems not including a


State of the Operator or the State of Registry for general aviation. 6.1.5 Operators should be aware that some States may require some information about the




6.1.3 The Standard in Annex 6, Part III, Section II, 4.16, requires that for commercial air

transport operations, the use of an automatic landing system, a HUD, an equivalent display, EVS, SVS or

CVS or any combination of those systems into a hybrid system, should be approved when those systems

are used “for the safe operation of a helicopter”. When operational credits have been granted by the State

of the Operator per Standard in Annex 6, Part I, 2.2.8.1.1, the use of that system becomes essential for the

safety of such operations and is subject to a specific approval. The use of these systems solely for

enhanced situational awareness, reduced flight technical error and/or reduced workload is an important

safety feature, but does not require a specific approval.

6.1.4 For commercial air transport operations, any operational credit that has been granted

should be reflected in the operation specifications for the type or individual helicopter as applicable.

D-36

6.1.5 For general aviation operations the Standard in Annex 6, Part III, Section III, 4.11

requires the State of Registry to establish criteria for the use of automatic landing system, a HUD, an

equivalent display, EVS, SVS or CVS or any combination of those systems into a hybrid system for the

safe operation of the helicopter and specifies such criteria. When operational credits are granted by the

State of Registry per Standard in Annex 6, Part III, 2.2.1.1, the use of that system becomes essential for

the safety of those operations and approval of the use of such systems is part of the operational credit

specific approval. The use of these systems solely for enhanced situational awareness, reduced flight

technical error and/or reduced workload is an important safety feature, but does not require a specific

approval.

6.1.6 For general aviation operations, any operational credit that has been granted should be

reflected in the specific approval template and be carried on board the particular helicopter.


6.2.1 To obtain an approval for operational credit, the operator will need to specify the desired

operational credit and submit a suitable application. The content of a suitable application should include: a) Applicant details. required for all approval requests. The For AOC holders, the company name,

AOC number and e-mail address. For other operators, the official name and any business or trading name(s), address, mailing address, e-mail address and contact telephone/fax numbers of the applicant.

Note.— For AOC holders, the company name, AOC number and e-mail address should be

required. b) Aircraft details.required for all approval requests. Aircraft make(s), model(s) and registration

mark(s). c) Operator’s vision system compliance list. The contents of the compliance list are included in

Table I-3 the Manual of All-Weather Operations (Doc 9365). The compliance list should include the information that is relevant to the approval requested and the registration marks of the aircraft involved. If more than one type of aircraft/fleet is included in a single application a completed compliance list should be included for each aircraft/fleet.


of which the operator’s vision system compliance list (Table I-3) operator has made references should be included when returning in the completed application form to the civil aviation authority. There should be no need to send complete manuals; only the relevant sections/pages should be required. Additional guidance material can be found in the Manual of All-Weather Operations (Doc 9365).


Table I-3. Example of an AOC vision system compliance list





1.0 Reference documents used in compiling the

The submission should be based on current up-to-date

D-37





submission regulatory material. A compliance statement showing how the criteria of the applicable regulations and requirements have been satisfied.

2.0 Aircraft flight manual (AFM)

A copy of the relevant AFM entry showing the aircraft certification basis for the vision system and any operational conditions.

3.0 Feedback and reporting of significant problems

An outline of the process for the reporting of failures in the operational use of procedures. Note.— In particular, significant problems with the vision system/HUD system, reporting on circumstances/ locations where the vision system was unsatisfactory.

4.0 Instrument approach chart provider and operating minima

The name of the provider of the relevant instrument approach charts. Confirmation that all heliport or landing location operating minima are established in accordance with the method acceptable to or criteria specified by (as applicable) the relevant authority.

5.0 Operations manual entries and standard operating procedures

Manufacturer/operator-developed. Manufacturer’s procedures are recommended as a starting point and should include at least the items in the sub-requirements column.

Definitions. Check that crew members are qualified for vision system/HUD operations. MEL handling. Equipment required for vision system operations. Types of approach where vision systems can be used. Statement that the autopilot/flight director should be used whenever possible. Minimum visual references for landing. Approach ban and RVR. Stabilized approach criteria. Correct seating and eye position.

D-38





Crew coordination, e.g. duties of the pilot flying and the pilot not flying: • limitations; • designation of handling and

non-handling pilots; • use of automatic flight

control system; • checklist handling; • approach briefing; • radio communications

handling; • monitoring and cross-

checking of instruments and radio aids; and

• use of the repeater display by the pilot not flying.

Contingency procedures including: • failures above and below

decision height; • ILS deviation warnings; • autopilot disconnect; • auto-throttle disconnect; • electrical failures; • engine failure; • failures and loss of visual

references at or below decision height;

• vision system/HUD failure below normal decision height;

• wind shear; • ACAS warnings; • EGPWS warnings.


Operator’s safety risk assessment.

6.2.2 The following items should be covered in a vision systems compliance list:

a) reference documents used in compiling the submission for approval;

b) flight manual;

c) feedback and reporting of significant problems;

d) requested operational credit and resulting aerodrome operating minima;

e) operations manual (or an equivalent document) entries including MEL (where applicable) and

standard operating procedures;

D-39

f) safety risk assessment;

g) training programmes; and

h) continuing airworthiness.

Expanded guidance on these items is contained in the Manual of All-Weather Operations

(Doc 9365).

Origin

FLTOPSP/1

Rationale

Amendment 19 to Annex 6, Part III introduced significant modifications to the






been transferred to the Manual of All-Weather Operations (Doc 9365)

. . .

— — — — — — — —

ATTACHMENT E to State letter AN 11/1.1.30-15/9

PROPOSED AMENDMENT TO THE PANS-ATM (DOC 4444)








with grey shading.


E-2

TEXT OF PROPOSED AMENDMENT TO

PROCEDURES FOR AIR NAVIGATION SERVICES

AIR TRAFFIC MANAGEMENT

. . .

PROPOSAL REGARDING

GROUND CREW/FLIGHT CREW PHRASEOLOGIES FOR DE-/ANTI-ICING OPERATIONS

Chapter 12

PHRASEOLOGIES

. . .

12.7 GROUND CREW/FLIGHT CREW PHRASEOLOGIES

12.7.1 Ground crew/flight crew phraseologies

. . .

Editorial note.— Insert new paragraph 12.7.2 as follows:

12.7.2 De/anti-icing operations

Circumstances Phraseologies

12.7.2.1 PRIOR TO DE-ICING/ANTI-ICING

(GROUND CREW (ICEMAN) /

FLIGHT CREW)

a) STANDING BY TO DE-ICE. CONFIRM BRAKES SET

AND TREATMENT REQUIRED;

*b) [AFFIRM] BRAKES SET, REQUEST (type of

de/anti-icing treatment);

…aircraft configuration

confirmation

c) HOLD POSITION AND CONFIRM AIRCRAFT

CONFIGURED;

*d) [AFFIRM] AIRCRAFT CONFIGURED, READY FOR

DE-ICING;

e) DE-ICING STARTS NOW.

* Denotes pilot transmission.

12.7.2.2 UPON CONCLUDING

DE-ICING/ANTI-ICING

PROCEDURE

A-3

Circumstances Phraseologies

…for de-icing operation a) DE-ICING COMPLETE. ADVISE WHEN READY FOR

INFORMATION;

…for a two-step de-icing/anti-

icing operation

b) TYPE OF FLUID (Type I or II or III or IV);

c) HOLDOVER TIME STARTED AT (time);

d) ANTI-ICING CODE (appropriate anti-icing code)

Note.— Anti-icing code example:

A de-icing/anti-icing procedure whose last step is the use of a

mixture of 75% of a Type II fluid and 25% water, commencing

at 13:35 local time, is recorded as follows:

TYPE II/75 13:35 (followed by complete name of anti-

icing fluid)

e) FINAL STEP STARTED AT (time);

… De-icing/anti-icing complete f) POST DE-ICING CHECK COMPLETED;

g) PERSONNEL AND EQUIPMENT CLEAR OF

AIRCRAFT;

12.7.2.3 ABNORMAL OPERATIONS

… for spray nozzle proximity

sensor activation

… for other aircraft having an

emergency on the de-icing bay

a) BE ADVISED NOZZLE PROXIMITY ACTIVATION

ON (significant point on aircraft) [NO VISUAL

DAMAGE or DAMAGE (description of damage)

OBSERVED] [SAY INTENTIONS];

b) EMERGENCY IN DE-ICING BAY (de-icing bay

number) [SHUT DOWN ENGINES or STANDBY FOR

FURTHER INSTRUCTIONS].

End of new text

Origin

FLTOPSP/1

Rationale

This amendment proposes standard phraseology for flight and ground

de-icing/anti-icing crews. It is envisaged that this phraseology will be used to

develop scripts for de-icing/anti-icing procedures which will improve

communications and enhance understanding.

— — — — — — — —

ATTACHMENT F to State letter AN 11/1.1.30-15/9

PROPOSED AMENDMENT TO PANS-OPS, VOLUME I


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.

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

F-2

TEXT OF THE PROPOSED AMENDMENT TO

PROCEDURES FOR AIR NAVIGATION SERVICES

AIRCRAFT OPERATIONS

VOLUME I — FLIGHT PROCEDURES

PROPOSAL REGARDING

IMPROVEMENTS TO ACAS PROVISIONS

. . .

Part III

AIRCRAFT OPERATING PROCEDURES

. . .

Section 3

SECONDARY SURVEILLANCE RADAR (SSR)

TRANSPONDER OPERATING PROCEDURES

. . .

Chapter 3

OPERATION OF AIRBORNE COLLISION AVOIDANCE SYSTEM

(ACAS) EQUIPMENT

. . .

3.2 USE OF ACAS INDICATORS INDICATIONS

The indications generated by ACAS shall be used by pilots in conformity with the following safety

considerations:

. . .

c) in the event of an RA, pilots shall:

. . .

8) notify ATC when returning to the current clearance.

Note 1.— Procedures in regard to ACAS-equipped aircraft and the phraseology to be used

for the notification of manoeuvres in response to a resolution advisory are contained in the

PANS-ATM (Doc 4444), Chapters 15 and 12 respectively.

Note 2.— Where aircraft can provide automatic following of a RA when the autopilot is

engaged supported by a link between ACAS and autopilot, the operational procedures in items

4 and 8 still apply.

F-3

3.3 HIGH VERTICAL RATE (HVR) ENCOUNTERS

Pilots should use appropriate procedures by which an aeroplane climbing or descending to an assigned

altitude or flight level, especially with an autopilot engaged, may do so at a rate less than 8 m/s (or 1 500

ft/min) throughout the last 300 m (or 1 000 ft) of climb or descent to the assigned altitude or flight level

when the pilot is made aware of another aircraft at or approaching an adjacent altitude or flight level,

unless otherwise instructed by ATC. Some aircraft have auto-flight systems with the capability to detect

the presence of such aircraft and adjust their vertical rate accordingly. These procedures are intended to

avoid unnecessary ACAS II resolution advisories in aircraft at or approaching adjacent altitudes or flight

levels. For commercial operations, these procedures should be specified by the operator. Detailed

information on HVR encounters and guidance material concerning the development of appropriate

procedures is contained in Attachment B to this part.

. . .

Attachment B to Part III, Section 3, Chapter 3

ACAS HIGH VERTICAL RATE (HVR) ENCOUNTERS

. . .

4. ACAS FEATURES THAT REDUCE THE LIKELIHOOD

OF RAs BEING ISSUED IN THESE SITUATIONS

4.1 ACAS recognizes HVR encounters, such as that shown in Figure III-3-3-B-1. When this

encounter geometry is detected, the issuance of RAs can be delayed by up to ten seconds. This delay

allows additional time for the intruder aircraft to initiate a level-off and for ACAS to then detect this

level-off. However, when the intruder aircraft maintains a vertical speed in excess of 15 m/s (or 3 000

ft/min) until it is within 150 m (or 500 ft) of its assigned altitude, even this 10-second delay may be

insufficient for ACAS to detect the level-off, and an RA may be issued. Safety studies have shown that

further delays in issuing the RA result in unacceptable degradation in the safety provided by ACAS.

4.2 Consideration has also been given to providing ACAS with information regarding the intruder

aircraft’s intent. However, this is not considered to be a viable approach to reducing these types of RAs

while retaining the existing level of safety provided by ACAS. Currently, it has not been possible to

identify and additional changes to ACAS that will provide a further reduction in the frequency of these

potentially disruptive RAs.

4.3 A solution to the problem of HVR encounters has been found and implemented in some aircraft.

This solution comprises a) the coupling of the autopilot with ACAS and b) the introduction of a new

altitude capture logic. The first item will provide the detection of an intruder (e.g. issuance of a traffic

advisory (TA)). The second item will enable the aircraft’s auto-flight system to adjust the vertical profile

in order to prevent the issuance of RAs. In combination, these two improvements should provide a

significant reduction of the disruptive RAs occurring during HVR encounters.

F-4

Origin

FLTOPSP/1

Rationale

ACAS provides global safety benefits as a last-resort safety-net for flight

crews. However, the operational monitoring of ACAS provided information on

two main issues which affected the performance of ACAS operations namely:

a) the insufficient or inappropriate compliance with ACAS RAs by pilots;

and

b) the occurrence of unnecessary RAs for routine ATM operations due to

high vertical rate encounters.

As it was introduced in ASBU Module B0-ACAS, to deal with those issues,

this amendment proposal introduces two new optional features which can bring

significant operational and safety benefits for aircraft operations. The

performance and protection brought by ACAS are further enhanced by a new

altitude capture law that drastically reduces the number of nuisance alerts and a

new resolution advisory (RA) mode, which is coupled to the auto-pilot/flight

director to ensure accurate responses to the RAs. It is important to note that

under the new RA mode, aircraft would automatically respond to the RAs, but

at the same time, when necessary, flight crews can select a manual response to

the RAs. The benefits are reflected in ASBU B0-ACAS to encourage voluntary

equipage.

. . .

— — — — — — — —

ATTACHMENT G to State letter AN 11/1.1.30-15/9

RESPONSE FORM TO BE COMPLETED AND RETURNED TO ICAO TOGETHER

WITH ANY COMMENTS YOU MAY HAVE ON THE PROPOSED AMENDMENTS

To: The Secretary General

International Civil Aviation Organization

999 Robert-Bourassa Boulevard

Montréal, Quebec

Canada, H3C 5H7

(State)

Please make a checkmark () against one option for each amendment. If you choose options “agreement

with comments” or “disagreement with comments”, please provide your comments on separate sheets.

Agreement

without

comments

Agreement

with

comments*

Disagreement

without

comments

Disagreement

with

comments

No position

Amendment to Annex 6 — Operation of Aircraft,

Part I — International Commercial Air Transport

— Aeroplanes (Attachment B refers)

Annex 6 — Operation of Aircraft, Part II —

International General Aviation — Aeroplanes

(Attachment C refers)

Annex 6 — Operation of Aircraft, Part III —

International Operations — Helicopters

(Attachment D refers)

Procedures for Air Navigation Services — Air

Traffic Management (PANS-ATM, Doc 4444),

(Attachment E refers)

Procedures for Air Navigation Services — Aircraft

Operations (PANS-OPS, Doc 8168), Volume I —

Flight Procedures (Attachment F refers)

*“Agreement with comments” indicates that your State or organization agrees with the intent and overall

thrust of the amendment proposal; the comments themselves may include, as necessary, your reservations

concerning certain parts of the proposal and/or offer an alternative proposal in this regard.

Signature: Date:

— END —